Inner duct aerostat and heading attitude regulation and control method

Abstract

The invention provides an inner duct aerostat and a navigation attitude control method. The aerostat comprises an inner duct body, an air bag, a first duct, an air jet port set and an air jet adjusting assembly. The air bag covers the outer part of the inner duct body; the first duct is arranged in the inner duct body, the first end of the first duct communicates with the atmosphere, the first end of the first duct is provided with an air inlet adjusting assembly, and the air inlet adjusting assembly is used for adjusting the air inlet amount of the first duct, so that the first duct forms a pressure chamber to store energy; the air jet hole group is arranged in the inner duct body, and each air jet hole in the air jet hole group is communicated with the first duct; the air injection adjusting assembly is arranged on the inner duct body and used for adjusting the thrust generated by air injection of each air injection opening so as to control the aerostat to move and / or change the heading attitude. The aerostat is high in integration level and rapid in response, and fine torque control of the aerostat can be achieved.

Description

Technical Field

[0001] This application relates to the field of aviation technology, and in particular to an internal jet airship and attitude control method. Background Technology

[0002] An airship is a flight platform that relies on air buoyancy to achieve long-term aerodynamic operation. Traditional airships primarily rely on the following technological approaches for horizontal maneuvering and attitude control.

[0003] Firstly, there is vector thrust control based on external propellers. The most common approach is to install one or more propellers or ducted fans on the outside or tail of the airship for propulsion, and adjust the thrust vector by deflecting the entire propulsion unit through mechanical mechanisms or by using control surfaces to change the airflow direction. This method is technically mature, but it has significant limitations: First, the propeller can usually only provide thrust in a limited direction, mainly axially. To achieve omnidirectional control, multiple units need to be arranged, resulting in system complexity, increased weight, and significant aerodynamic interference. Second, the mechanical deflection mechanism has a slow response speed and high inertia, making it difficult to achieve high-frequency, precise attitude fine-tuning. Finally, external propellers are susceptible to wind disturbance, and control efficiency and stability will decrease in complex airflow environments.

[0004] Secondly, buoyancy and attitude adjustment based on the pressure difference between internal airbags are most commonly achieved by adjusting the pressure of the auxiliary airbags in the multiple independent airbags inside the airship, thereby changing their volume distribution and center of buoyancy, and thus generating pitch or roll moments to achieve attitude adjustment. This method is essentially a static trimming method, which generates small control forces and has an extremely slow response, making it completely unsuitable for dynamic maneuvering and position holding requirements.

[0005] In summary, existing airship control schemes suffer from a trade-off between maneuverability, control precision, and system efficiency. High maneuverability often relies on complex and cumbersome external vector propulsion systems, while simpler systems lack sufficient maneuverability. This severely restricts the application of airships in advanced tasks requiring high-precision hovering, agile obstacle avoidance, or complex trajectory tracking. Summary of the Invention

[0006] This application discloses an inline-channel airship that achieves flight control and attitude adjustment through an inline channel, and an inline-channel airship attitude control method.

[0007] To achieve the above objectives, firstly, this application discloses an internal-channel airship comprising:

[0008] The essence of Tao;

[0009] An airbag, covering the exterior of the inner cavity body;

[0010] A first duct is disposed within the inner duct body. The first end of the first duct is connected to the atmosphere. An air intake regulating component is disposed at the first end of the first duct. The air intake regulating component is used to regulate the air intake of the first duct so that the first duct forms a pressure chamber to store energy.

[0011] An air jet assembly is disposed in the inner duct body, and each air jet in the air jet assembly is connected to the first duct.

[0012] A jet control assembly is disposed in the inner tube body. The jet control assembly is used to adjust the thrust generated by each jet nozzle to control the movement of the airship and / or change its attitude.

[0013] In some embodiments, the air intake regulating assembly includes at least one fan disposed in the inner duct body and located at a first end of the first duct.

[0014] In some embodiments, the jet nozzle assembly includes a first jet nozzle disposed at a second end of the first duct;

[0015] The jet regulating assembly includes a first valve body disposed at the second end of the first duct. The first valve body is used to adjust the cross-sectional area of ​​the flow path when gas is discharged through the first jet port, so as to control the thrust generated by the first jet port along the axial direction of the first duct.

[0016] In some embodiments, the jet nozzle group includes a plurality of second jet nozzles;

[0017] The inner duct body is provided with a first auxiliary duct group, the first auxiliary duct group includes a plurality of second ducts, each second duct extends radially along the first duct, and each second jet outlet is connected to the first duct through the corresponding second duct;

[0018] The jet regulating assembly includes a second valve body, and each second duct is provided with a second valve body. The second valve body is used to adjust the flow cross-sectional area of ​​the second duct to control the thrust generated by the second jet nozzle radially jetting along the first duct.

[0019] and / or;

[0020] The jet nozzle group includes multiple third jet nozzles, and the inner duct body is provided with a second auxiliary duct group. The second auxiliary duct group includes multiple third ducts, each of which extends radially along the first duct, and each of the third jet nozzles is connected to the first duct through the corresponding third duct.

[0021] The jet regulating assembly includes a third valve body, and each of the third ducts is provided with a third valve body. The third valve body is used to adjust the flow cross-sectional area of ​​the third duct to control the thrust generated by the third jet nozzle radially jetting along the first duct.

[0022] In some embodiments, there are four second ducts and four third ducts, with the four second ducts evenly distributed along the circumference of the first duct and the four third ducts evenly distributed along the circumference of the first duct. The second ducts and the third ducts are arranged in a one-to-one correspondence along the axial direction of the first duct.

[0023] In some embodiments, the airbag includes a plurality of sub-airbags, the number of which is equal to the number of the second jet nozzles. The sub-airbags are disposed outside the inner duct body, and adjacent sub-airbags are connected to each other. The second jet nozzle and the third jet nozzle are both located between adjacent sub-airbags.

[0024] In some embodiments, the inner channel aerostat includes a flight controller electrically connected to the drive mechanism of the fan, the first valve body, the second valve body, and the third valve body.

[0025] In some embodiments, the inner channel airship includes a tail fin disposed at the second end of the inner channel body.

[0026] Secondly, this application provides a method for attitude control of a deep-flowing airship, applied to the aforementioned deep-flowing airship, the method comprising:

[0027] Adjust the fan to control the air intake of the first duct, so that the first duct forms a pressure chamber to store energy;

[0028] Adjust the opening of the second valve body to adjust the flow cross-sectional area of ​​the gas flowing through the second duct, thereby controlling the thrust generated by the multiple second jet nozzles. The thrust generated by the multiple second jet nozzles forms the first resultant force.

[0029] Adjust the opening of the third valve body to adjust the flow cross-sectional area of ​​the gas flowing through the third duct, thereby controlling the thrust generated by the multiple third jet nozzles. The thrust generated by the multiple third jet nozzles forms a second resultant force.

[0030] The vector superposition of the first and second resultant forces forms a third resultant force and a torque. Under the action of the third resultant force, the inner channel airship moves along the direction of the third resultant force and rotates under the action of the torque.

[0031] In some embodiments, before the airship takes off, the first duct is kept in a vertical direction and the airbag is inflated to provide buoyancy to the airship.

[0032] The blower is adjusted to control the air intake of the first duct, and the opening of the first valve body is adjusted to provide lift to the airship through the first jet nozzle. The airship rises under the combined action of buoyancy and lift.

[0033] Adjust the airship to a stable flight state so that the extension direction of the first duct is the first horizontal direction and the thrust generated by each of the second jet nozzles has a component in the second horizontal direction and a component in the vertical direction.

[0034] Compared with the prior art, the beneficial effects of this application are as follows:

[0035] By setting a first duct on the airship, and setting an air intake regulating component at the first end of the first duct to regulate the air intake of the first duct, the first duct forms a pressure chamber to store energy. A jet regulating component is set in the first duct to release the stored energy and regulate the jet state of the first duct. Thus, the magnitude of the thrust generated by the ejected gas is used to control the movement and / or change the attitude of the airship through the resultant force and torque formed by the thrust.

[0036] This application constructs a controllable pressure chamber through an internal duct, decoupling the energy storage and vector release processes, thus overcoming the limitations of traditional external thrusters, which suffer from slow response and single control dimension. Its core advantages lie in integrated decoupled control, simultaneously outputting thrust for translation and control torque for rotation; achieving rapid response and improving the airship's maneuverability by adjusting the jet volume of multiple jet nozzles in multiple nozzle groups; realizing multi-degree-of-freedom control by controlling the spatial resultant force and torque generated by the jet nozzles; and isolating atmospheric disturbances under the pressure of the pressure chamber, resulting in strong resistance to wind disturbances, rapid correction, and significantly enhanced stability. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a perspective view of the internal channel airship provided in the embodiments of this application;

[0039] Figure 2 This is a front view of the inward-facing airship provided in the embodiments of this application;

[0040] Figure 3 This is a left view of the inward-facing airship provided in the embodiments of this application;

[0041] Figure 4This is an AA cross-sectional view of the inward-facing airship provided in the embodiments of this application;

[0042] Figure 5 This is a BB cross-sectional view of the inward-facing airship provided in the embodiments of this application;

[0043] Figure 6 This is an EE cross-sectional view of the inward-facing airship provided in the embodiments of this application;

[0044] Figure 7 This is a top view of the inward-facing airship provided in the embodiments of this application;

[0045] Figure 8 This is a bottom view of the internal channel airship provided in the embodiments of this application;

[0046] Figure 9 This is a spatial position diagram of the internal structure of the airship during stable flight, provided in an embodiment of this application.

[0047] Figure 10 This is a spatial position marking diagram of the internal structure of the airship during stable flight, provided in the embodiments of this application. Figure 10 yes Figure 9 The left view.

[0048] Explanation of main figure symbols

[0049] 1-Separate airbags;

[0050] 2-The essence of Tao;

[0051] 21-First culvert; 22-Second culvert; 23-Third culvert;

[0052] 3- Fan;

[0053] 41-First valve body; 42-Second valve body; 43-Third valve body;

[0054] 51-First jet nozzle; 52-Second jet nozzle; 53-Third jet nozzle;

[0055] 6-Electrical control compartment;

[0056] 7-Tail fin. Detailed Implementation

[0057] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0058] In this application, the terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "middle," "vertical," "horizontal," "lateral," and "longitudinal" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments, and are not intended to limit the indicated device, element, or component to having a specific orientation, or to be constructed and operated in a specific orientation.

[0059] Furthermore, in addition to indicating location or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0060] Furthermore, the terms "installation," "setup," "equipped with," "connection," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0061] Furthermore, the terms "first," "second," etc., are primarily used to distinguish different devices, components, or parts (which may be the same or different in specific type and construction), and are not intended to indicate or imply the relative importance or quantity of the indicated devices, components, or parts. Unless otherwise stated, "a plurality of" means two or more.

[0062] See Figures 1 to 10 This application provides an inner duct airship, which is provided by setting a first duct 21 on the airship, setting an air intake regulating component at the first end of the first duct 21 to regulate the air intake of the first duct 21, so that the first duct 21 forms a pressure chamber to store energy, setting a jet regulating component at the end of the first duct 21 to release the stored energy to regulate the jet state of the first duct 21, and setting multiple jet ports connected to the first duct 21, thereby using the resultant force or torque formed by the thrust generated by the jet ports to control the movement and / or change the attitude of the inner duct airship.

[0063] Specifically, the internal structure of the airship includes:

[0064] The essence of Tao 2;

[0065] An air bladder, covering the exterior of the inner cavity body 2;

[0066] The first duct 21 is located inside the inner duct body 2. The first end of the first duct 21 is connected to the atmosphere. An air intake regulating component is provided at the first end of the first duct 21. The air intake regulating component is used to regulate the air intake of the first duct 21 so that the first duct 21 forms a pressure chamber to store energy.

[0067] An air jet assembly is provided in the inner duct body 2, and each air jet in the air jet assembly is connected to the first duct 21;

[0068] The jet adjustment assembly is located in the inner duct body 2. The jet adjustment assembly is used to adjust the thrust generated by the jet of the first duct 21 to control the movement of the airship and / or change its attitude.

[0069] Understandably, in controlling the movement and / or attitude change of the airship, movement includes axial movement of the airship along the first duct and radial movement of the airship along the first duct; attitude refers to the heading and attitude of the aircraft during the entire flight process, including takeoff, cruise, and landing, and includes at least one of the aircraft's orientation, pitch, roll, and yaw states. In some embodiments, the inner duct body 2 can serve as the main support structure of the airship, and the overall layout of the airship revolves around the inner duct body 2. The volume of the airbag is variable; by inflating or deflating the airbag, the magnitude of the static buoyancy of the airship can be adjusted so that the airship can counteract part of the gravity under the action of static buoyancy. Preferably, the gas used for inflating or deflating the airbag is helium.

[0070] Understandably, the jet nozzle assembly comprises multiple jet nozzles, each with a different position and ejected gas direction. The thrust generated by the jet nozzles in different directions is controlled according to requirements. Multiple thrusts can produce a resultant force or torque, causing the airship to move under the influence of the resultant force. This allows control of the airship's speed in a specific direction. The airship rotates under the influence of the torque, thus adjusting its flight attitude. Specifically, multiple thrusts can produce a resultant force of zero, but a non-zero torque, causing the airship to rotate under the torque; or multiple thrusts can produce a resultant force of non-zero, but a zero torque, causing the airship to move along the direction of the resultant force; or multiple thrusts can produce a resultant force of non-zero and a non-zero torque, causing the airship to move along the direction of the resultant force and rotate under the influence of the torque.

[0071] Understandably, pressure chambers can extract gas from the atmosphere and release pressure at any time according to actual needs, making pressure increase and decrease flexible and convenient.

[0072] In some embodiments, the inner duct body 2 is a cylindrical structure, and the first duct 21 is a circular through-hole penetrating the cylindrical structure, or a regular polygonal through-hole. In some embodiments, the inner duct body 2 can be a polygonal prism structure or other irregular shapes, as long as the first duct 21 can be provided.

[0073] In some embodiments, the air intake regulating assembly includes at least one fan 3, which is disposed within the inner duct body 2 and located at the first end of the first duct 21. That is, the air intake regulating assembly can be a single fan 3 or a fan unit consisting of multiple fans 3, and the specific number can be adjusted according to requirements. In some embodiments, the air intake regulating assembly includes an air pump and a control valve, and the air intake volume is controlled by the combination of the air pump and the control valve. It should be noted that the air intake volume can be controlled by adjusting the air intake pressure and the air intake speed.

[0074] The jet nozzle assembly can be configured as needed, as long as it allows control of the aircraft's movement and attitude adjustment.

[0075] Understandably, during the pressure accumulation phase, the intake volume at one end of the first duct 21 per unit time must be greater than the exhaust volume of the jet nozzle assembly in order to form a pressure chamber in the first duct 21 to accumulate air pressure energy for use in adjusting the timing of the airship.

[0076] The jet regulating assembly can be composed of multiple valve bodies, or it can be an assembly consisting of valve bodies and fan 3.

[0077] In some embodiments, the jet nozzle assembly includes a first jet nozzle 51, which is disposed at the second end of the first duct 21;

[0078] The jet regulating assembly includes a first valve body 41, which is disposed at the second end of the first duct 21. The first valve body 41 is used to regulate the cross-sectional area of ​​the flow path when the gas is discharged through the first jet port 51, so as to control the thrust generated by the first jet port 51 jetting along the axial direction of the first duct 21.

[0079] Understandably, when the pressure in the pressure chamber is maintained within a certain range, the cross-sectional area of ​​the flow path when the gas is discharged through the first jet port 51 can be adjusted by controlling the opening of the first valve body 41, thereby controlling the gas flow rate, which in turn controls the gas momentum. This provides thrust to the airship, propelling it to move axially along the first duct 21. It is understood that the direction of the airship's movement is opposite to the direction of gas ejection. Preferably, the first valve body 41 is a butterfly valve.

[0080] In some embodiments, the jet nozzle assembly includes a plurality of second jet nozzles 52;

[0081] The inner duct body 2 is provided with a first auxiliary duct group, which includes a plurality of second ducts 22. Each second duct 22 extends radially along the first duct 21, and each second jet outlet 52 is connected to the first duct 21 through the corresponding second duct 22.

[0082] The jet regulating assembly includes a second valve body 42. Each second duct 22 is provided with a second valve body 42. The second valve body 42 is used to adjust the flow cross-sectional area of ​​the second duct 22 to control the thrust generated by the second jet nozzle 52 in the radial jet along the first duct 21.

[0083] In some embodiments, the jet nozzle assembly includes a plurality of third jet nozzles 53;

[0084] The inner duct body 2 is provided with a second auxiliary duct group, which includes multiple third ducts 23. Each third duct 23 extends radially along the first duct 21, and each third jet outlet 53 is connected to the first duct 21 through the corresponding third duct 23.

[0085] The jet regulating assembly includes a third valve body 43. Each third duct 23 is provided with a third valve body 43. The third valve body 43 is used to adjust the flow cross-sectional area of ​​the third duct 23 to control the thrust generated by the third jet nozzle 53 in the radial jet along the first duct 21.

[0086] It is understood that in some embodiments, the inner duct aerostat is provided with a second jet port 52 and a first auxiliary duct group, or the inner duct aerostat is provided with a third jet port 53 and a second auxiliary duct group, or the inner duct aerostat is provided with a second jet port 52 and a first auxiliary duct group and simultaneously provided with a third jet port 53 and a second auxiliary duct group.

[0087] Preferably, the inner duct airship is provided with a second jet port 52 and a first auxiliary duct group, and is also provided with a third jet port 53 and a second auxiliary duct group.

[0088] It should be noted that the first auxiliary duct group includes at least four second ducts 22. In some embodiments, based on the consideration of improving the control accuracy of the aircraft, the number of second auxiliary ducts can be set to eight, sixteen or even more, as long as the actual control requirements are met.

[0089] Preferably, there are four second ducts 22 and four third ducts 23. The four second ducts 22 are evenly distributed along the circumference of the first duct 21, and the four third ducts 23 are evenly distributed along the circumference of the first duct 21. The second ducts 22 and the third ducts 23 are arranged in a one-to-one correspondence along the axial direction of the first duct 21.

[0090] It should be noted that, in this application, unless otherwise stated, the axial direction refers to the direction parallel to the central axis of the first duct 21; the radial direction refers to the direction perpendicular to the central axis and along the radius of the first duct 21; and the circumferential direction refers to the direction of rotation around the central axis. When the first duct 21 is a regular polygonal through hole, the central axis is the central axis of the circumscribed cylinder passing through the edge of the regular polygon.

[0091] It should be noted that radial and axial directions do not require absolute geometric perpendicularity, and also include unavoidable minor angular deviations allowed within the usual design, manufacturing, and assembly tolerances in this field. Such minor deviations do not affect the realization of the core functions and beneficial effects of the technical solution of this invention.

[0092] Preferably, the first duct 21 is a circular through hole that penetrates the inner duct body 2, which is easy to process. It is understood that the first duct 21 can be set in a stepped shape at different positions as needed, or an installation structure can be set as needed for installing valve body or fan 3.

[0093] It should be noted that the second auxiliary duct group is disposed on the inner duct body 2 and on the side closer to the second end, while the first auxiliary duct group is disposed on the inner duct body 2 and on the side farther from the second end. In some embodiments, the first end closer to the inner duct body 2 is the engine head, and the second end closer to the inner duct body 2 is the engine tail.

[0094] In some embodiments, the airbag is a single unit. In other embodiments, the airbag includes multiple sub-airbags 1, the number of which is equal to the number of second jet nozzles 52. The sub-airbags 1 are disposed outside the inner duct body 2, and adjacent sub-airbags 1 are interconnected. The second jet nozzles 52 and the third jet nozzles 53 are located between adjacent sub-airbags 1. Preferably, the airbag includes four sub-airbags 1, which are arranged circumferentially along the inner duct body 2. The four sub-airbags 1 cover and are fixed to the outer wall of the first duct 21. Adjacent sub-airbags 1 are connected to each other as a single unit, and the shape of adjacent sub-airbags 1 is adapted to and fixed to the outer walls of the second duct 22 and the third duct 23. By configuring the airbag as four detachable sub-airbags 1, the disassembly, assembly, and maintenance of the airship are facilitated.

[0095] Understandably, the corresponding flow cross-sectional area can be adjusted by coordinating the opening of the second valve body 42 and the third valve body 43 according to actual needs, thereby controlling the exhaust volume of the second jet nozzle 52 and the third jet nozzle 53, so as to achieve flexible control of the airship's flight attitude.

[0096] In some embodiments, the jet regulating assembly includes a flow guiding component disposed at the second jet port 52 and the third jet port 53. The deflection angle of the flow guiding component is adjustable to control the direction of gas ejection from the second duct 22 or the third duct 23.

[0097] Understandably, in some situations, the airship may need to rotate, which requires adjusting the gas discharge direction of the third or second exhaust port. The discharged gas needs to generate a tangential component in its thrust, thus producing a torque to drive the airship's rotation. It should be noted that as long as the gas is not ejected directly radially, the generated thrust will have a tangential component. Preferably, the gas discharge direction is orthogonal to the central axis of the corresponding second duct 22 or third duct 23. Understandably, orthogonality does not require an absolute geometric perpendicularity and includes unavoidable small angular deviations allowed within the usual design, manufacturing, and assembly tolerances in the art.

[0098] In some embodiments, the ducted aerostat includes a flight controller electrically connected to the drive mechanisms of the fan 3, the first valve body 41, the second valve body 42, and the third valve body 43. It is understood that the flight controller is also electrically connected to a pressure sensor for detecting the gas pressure within the first duct 21.

[0099] It should be noted that the flight controller is located in the electrical control bay 6. In some embodiments, the electrical control bay 6 is arranged around the outer periphery of the inner tube body 2. The specific position can be set according to the specific situation of the nose and tail of the aircraft to ensure that the center of gravity of the airship can coincide with the geometric center for easy control.

[0100] In some embodiments, the airship includes a tail fin 7, which is disposed at the second end of the inner duct body 2. It should be noted that the tail fin 7 is connected to the inner duct body 2; in some embodiments, the inner duct body 2 and the tail fin 7 can be integrally formed. Adding the tail fin 7 improves the stability of the airship when it moves axially along the first duct 21, and the tail fin 7 can also serve as a support point for the airship's assembly and maintenance, improving the convenience of assembly and maintenance.

[0101] This application also provides a method for attitude control of an inner-duct airship, applied to an inner-duct airship, the method comprising:

[0102] Adjust the fan 3 to control the air intake of the first duct 21, so that the first duct 21 forms a pressure chamber to store energy;

[0103] Adjust the opening of the second valve body 42 to adjust the flow cross-sectional area of ​​the gas flowing through the second duct 22, so as to control the thrust generated by the multiple second jet nozzles 52. The resultant force of the thrust generated by the multiple second jet nozzles 52 is the first resultant force.

[0104] Adjust the opening of the third valve body 43 to adjust the flow cross-sectional area of ​​the gas flowing through the third duct 23, so as to control the thrust generated by the multiple third jet nozzles 53. The resultant force of the thrust generated by the multiple third jet nozzles 53 is the second resultant force.

[0105] The first and second resultant forces are vectored together to form a third resultant force and torque. Under the action of the third resultant force, the airship moves along the direction of the third resultant force and rotates under the action of the torque to adjust its attitude.

[0106] It should be noted that when the first resultant force and the second resultant force are in the same direction and the torque of the first resultant force and the second resultant force is zero, the airship moves along the direction of the first resultant force and / or the second resultant force. For example, when the directions of the first resultant force and the second resultant force are both consistent with the second horizontal direction and the directions of the first resultant force and the second resultant force are the same, the airship moves along the second horizontal direction; when the directions of the first resultant force and the second resultant force are both consistent with the vertical direction and the directions of the first resultant force and the second resultant force are the same, the airship moves along the vertical direction.

[0107] When the directions of the first and second resultant forces are both consistent with the second horizontal direction, and the directions of the first and second resultant forces are opposite, the torque formed by the first and second resultant forces causes the airship's nose to deflect in the positive or negative direction of the second horizontal direction, while the direction of the tail deflection is opposite to the direction of the nose deflection; when the directions of the first and second resultant forces are both consistent with the vertical direction, and the directions of the first and second resultant forces are opposite, the torque formed by the first and second resultant forces causes the airship to rotate, adjusting the pitch state in the flight attitude.

[0108] It should be noted that adjusting the opening of the first valve body 41 adjusts the cross-sectional area of ​​the flow path when the gas is discharged through the first jet port 51, thereby controlling the thrust generated by the airship along the axial direction of the first duct 21.

[0109] It should be noted that the air intake of the first duct 21 can be controlled by adjusting the rotational speed of the fan 3. When multiple fans 3 are installed, the air intake of the first duct 21 can be controlled by controlling the number of fans 3 that are started. During the takeoff phase of the airship, part of the fan power can be used, and the exhaust volume of each exhaust port is less than the air intake volume of the fan.

[0110] During the full-speed flight phase of the airship, the power of the fan is further increased, and the air intake of the fan can be completely discharged through the first jet port 51.

[0111] In some embodiments, before the airship takes off, the extension direction of the first duct 21 is kept vertical, the airbag is inflated to provide buoyancy to the airship, the fan 3 is adjusted to control the air intake of the first duct 21, and the opening of the first valve body 41 is adjusted to provide lift to the airship by spraying air through the first jet port 51. The airship rises under the combined action of buoyancy and lift.

[0112] Adjust the airship to a stable flight state so that the thrust generated by each second jet nozzle 52 has both a horizontal and a vertical component.

[0113] It should be noted that before the airship takes off, it is positioned with the tail fin 7 as the fulcrum, and the first duct 21 extends vertically. At this time, the airbags are inflated by an air pump. The inflated airbags provide buoyancy to the airship. At the same time, the air intake volume can be increased by controlling the air speed to maintain a certain air pressure in the first duct 21. The lift provided by the first jet nozzle 51 to the airship can be adjusted by adjusting the opening of the first valve body 41. Understandably, the buoyancy provided by the four sub-airbags 1 can only offset part of the gravity. At this time, the lift generated by the jet nozzle 51 and the buoyancy work together to propel the airship upward. After ascending to the preset altitude, the airship is controlled to adjust its attitude so that the first duct 21 extends horizontally.

[0114] Understandably, once the airship rises to a preset height, the nose is adjusted to turn by controlling the magnitude and direction of the torque generated by the second and third combined forces produced by the second jet nozzle 52 and the third jet nozzle 53, until the first duct 21 extends horizontally and then the turning stops.

[0115] At the preset altitude, the airship gradually enters a stable flight state. At this time, the thrust generated by each second jet nozzle 52 has a horizontal component and a vertical component.

[0116] In some embodiments, when the airship is flying smoothly, the thrust generated by each second jet nozzle 52 has a horizontal component and a vertical component. For example... Figure 9 , Figure 10 As shown, preferably, the central axes of the four third ducts 23 and the four second ducts 22 are all at a 45-degree angle to the vertical direction. Here, 45 degrees is not a strictly absolute value; it should be understood as reasonable angular fluctuations around 45 degrees within the allowable range of control error. It can be understood that when the airship moves in both the horizontal and vertical directions, it emits gas from two jet nozzles. If it needs to propel the airship to move positively in the second horizontal direction, the two second jet nozzles 52 and the two third jet nozzles 53 located on the negative side of the second horizontal direction emit gas. The vertical components of the thrust generated by the jets cancel each other out, and the horizontal thrust is superimposed to form a horizontal thrust. When the torque generated by the jets is zero, the airship can move positively in the second horizontal direction under the action of the horizontal thrust; when the torque generated by the jets is not zero, the airship can move positively in the second horizontal direction under the action of the horizontal thrust, and simultaneously adjust its course under the action of the torque. Understandably, the combined thrust generated by the jet nozzles in two directions propels the airship, thus improving its flight stability. The same principle applies to vertical movement, as described earlier in this section, and will not be repeated here.

[0117] When the two second jet nozzles 52 located on the negative side of the second horizontal direction and the two third jet nozzles 53 located on the positive side of the second horizontal direction spray air, the vertical components of the thrust generated by the air jet cancel each other out. Under the action of the torque formed by the thrust in the second horizontal direction, the airship can achieve horizontal turning or turning around.

[0118] Understandably, this application constructs a controllable pressure chamber through an internal duct, decoupling the energy storage and vector release processes of thrust, thus overcoming the limitations of traditional external thrusters, which suffer from slow response and single control dimension. Its core benefits lie in the fact that integrated decoupled control allows a single system to simultaneously output thrust for translation and control torque for rotation; rapid response is achieved by adjusting the jet volume of multiple jets in multiple jet nozzle groups, improving the maneuverability of the airship; multi-degree-of-freedom control can be achieved by controlling the spatial resultant force and torque generated by the jets; and the jets, propelled by the pressure of the pressure chamber, isolate atmospheric disturbances, exhibiting strong resistance to wind disturbances, rapid correction, and significantly enhanced stability.

[0119] Meanwhile, the airship only sets up the fan 3 at the first end of the first duct 21, which can significantly reduce the noise of the equipment, save energy and improve the endurance compared with the existing multi-dimensional fan 3 setting scheme.

[0120] It should be noted that when the airship is flying horizontally, the first horizontal direction is defined as the axial direction of the airship's inner duct, and the second horizontal direction is defined as the direction perpendicular to both the vertical and the first horizontal direction. The first and second horizontal directions include, but are not limited to, absolutely horizontal directions, but also directions with angular deviations from the horizontal direction within an acceptable range of error. Similarly, the vertical direction includes, but is not limited to, absolutely horizontal directions, but also directions with angular deviations from the vertical direction within an acceptable range of error.

[0121] In this invention, unless otherwise stated, the horizontal direction refers to the direction parallel to the local horizontal plane, that is, both the first horizontal direction and the second horizontal direction refer to the direction parallel to the local horizontal plane, and the vertical direction refers to the direction perpendicular to the local horizontal plane, that is, the direction of gravity.

[0122] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. An internal-channel airship, characterized in that, include: The essence of Tao; An airbag, covering the exterior of the inner cavity body; A first duct is disposed within the inner duct body. The first end of the first duct is connected to the atmosphere. An air intake regulating component is disposed at the first end of the first duct. The air intake regulating component is used to regulate the air intake of the first duct so that the first duct forms a pressure chamber to store energy. An air jet assembly is disposed in the inner duct body, and each air jet in the air jet assembly is connected to the first duct. A jet control assembly is disposed in the inner tube body. The jet control assembly is used to adjust the thrust generated by each jet nozzle to control the movement of the airship and / or change its attitude.

2. The internal channel airship according to claim 1, characterized in that, The air intake regulating assembly includes at least one fan, which is disposed in the inner duct body and located at the first end of the first duct.

3. The internal duct airship according to claim 2, characterized in that, The jet nozzle assembly includes a first jet nozzle, which is disposed at the second end of the first duct. The jet regulating assembly includes a first valve body disposed at the second end of the first duct. The first valve body is used to adjust the cross-sectional area of ​​the flow path when gas is discharged through the first jet port, so as to control the thrust generated by the first jet port along the axial direction of the first duct.

4. The internal channel airship according to claim 3, characterized in that, The jet nozzle group includes multiple second jet nozzles; The inner duct body is provided with a first auxiliary duct group, the first auxiliary duct group includes a plurality of second ducts, each second duct extends radially along the first duct, and each second jet outlet is connected to the first duct through the corresponding second duct; The jet regulating assembly includes a second valve body, and each second duct is provided with a second valve body. The second valve body is used to adjust the flow cross-sectional area of ​​the second duct to control the thrust generated by the second jet nozzle radially jetting along the first duct. and / or The jet nozzle group includes multiple third jet nozzles; The inner duct body is provided with a second auxiliary duct group, the second auxiliary duct group includes a plurality of third ducts, each of the third ducts extends radially along the first duct, and each of the third jet outlets is connected to the first duct through the corresponding third duct; The jet regulating assembly includes a third valve body, and each of the third ducts is provided with a third valve body. The third valve body is used to adjust the flow cross-sectional area of ​​the third duct to control the thrust generated by the third jet nozzle radially jetting along the first duct.

5. The internal channel airship according to claim 4, characterized in that, There are four second culverts and four third culverts. The four second culverts are evenly distributed along the circumference of the first culvert, and the four third culverts are evenly distributed along the circumference of the first culvert. The second culverts and the third culverts are arranged in a one-to-one correspondence along the axial direction of the first culvert.

6. The internal channel airship according to claim 5, characterized in that, The airbag includes multiple sub-airbags, the number of which is equal to the number of the second jet nozzles. The sub-airbags are disposed outside the inner duct body, and two adjacent sub-airbags are connected to each other. The second jet nozzle and the third jet nozzle are both located between two adjacent sub-airbags.

7. The internal channel airship according to claim 6, characterized in that, It includes a flight controller, which is electrically connected to the drive mechanism of the fan, the first valve body, the second valve body and the third valve body.

8. The internal duct airship according to any one of claims 1-7, characterized in that... It includes a tail fin, which is disposed at the second end of the inner channel body.

9. A method for attitude control of an inner-duct airship, applied to the inner-duct airship according to any one of claims 6-7, characterized in that, include: Adjust the fan to control the air intake of the first duct, so that the first duct forms a pressure chamber to store energy; Adjust the opening of the second valve body to adjust the flow cross-sectional area of ​​the gas flowing through the second duct, thereby controlling the thrust generated by the multiple second jet nozzles. The thrust generated by the multiple second jet nozzles forms the first resultant force. Adjust the opening of the third valve body to adjust the flow cross-sectional area of ​​the gas flowing through the third duct, thereby controlling the thrust generated by the multiple third jet nozzles. The thrust generated by the multiple third jet nozzles forms a second resultant force. The first and second resultant forces are vector-superimposed to form a third resultant force and a torque. Under the action of the third resultant force, the internal airship moves along the direction of the third resultant force and rotates under the action of the torque to adjust its attitude.

10. The attitude control method for an internal jet airship according to claim 9, characterized in that, Before the airship takes off, the first duct is kept in a vertical direction, and the airbag is inflated to provide buoyancy to the airship. The blower is adjusted to control the air intake of the first duct, and the opening of the first valve body is adjusted to provide lift to the airship through the first jet nozzle. The airship rises under the combined action of buoyancy and lift. Adjust the airship to a stable flight state so that the extension direction of the first duct is the first horizontal direction and the thrust generated by each of the second jet nozzles has a component in the second horizontal direction and a component in the vertical direction.

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