A force couple balance and column push-pull vertical take-off and landing high-speed aircraft

Abstract

The application relates to a force couple balance and longitudinal array push-pull vertical take-off and landing high-speed aircraft, belonging to the technical field of aircrafts, which comprises a fuselage, a rotor, a fixed wing, a steering controller and a propeller. The rotor is installed at the top of the middle part of the fuselage through a rotor shaft, and a clutch is arranged between the rotor and a power system and / or a transmission system matched with the fuselage, so as to be controlled to be disconnected or to transmit power to the rotor. The steering controller comprises a fixed base and a rotating base, and each of the nose and the tail has a set of the rotating base. The propeller is provided with two propellers which are respectively installed on the rotating bases of the nose and the tail, and are controlled to rotate with the rotating bases relative to the fixed base. The force couple formed by the front and rear thrust vectors is used to balance the reverse torque brought by the rotor. When the propeller is coaxial with the middle axis of the fuselage, the wind area of the single propeller obtains double thrust. The application can improve the energy utilization rate, improve the carrying capacity, improve the flight safety performance and obtain a longer hovering time.

Description

Technical Field

[0001] This invention relates to a vertical takeoff and landing (VTOL) aircraft, and more particularly to a force-couple balanced and tandem push-pull VTOL high-speed aircraft, belonging to the field of aircraft technology. Background Technology

[0002] For a long time, vertical takeoff and landing (VTOL) and high-speed flight have seemed to be an irreconcilable contradiction. Conventional helicopters with VTOL capabilities mostly fly at speeds below 300 km / h. While known compound helicopters can increase their maximum speed to over 400 km / h, their parallel propulsion systems result in high drag, and the use of a rotor-driven system limits their speed increase capabilities. Fixed-wing aircraft can easily exceed 700 km / h, but struggle with VTOL and hovering. Tiltrotor aircraft such as the V-22 and V-280 combine the technological advantages of helicopters and fixed-wing aircraft, achieving speeds exceeding 500 km / h, but their control systems are complex, their reliability is relatively low, and their procurement costs are high, currently limiting their application primarily to the defense industry.

[0003] Chinese invention patent application CN119749845A discloses a tandem dual-vector drive vertical takeoff and landing (VTOL) aircraft, describing a solution for achieving VTOL and propulsion using dual-vector drives, with the potential for further optimization to balance VTOL and high-speed flight. However, the proposed solution restricts the front and rear vector drives to be mounted on the front and rear of the fuselage respectively via rotating connections on mounting shafts perpendicular to the fuselage's horizontal mounting surface. Due to structural limitations, the front and rear vector drives can only be designed for fixed-axis rotation, increasing the difficulty of integrating the front vector drive with the nose's aerodynamic shape and potentially causing discontinuity between the front vector drive and the fuselage's outer envelope, increasing aerodynamic drag and limiting the aircraft's flight speed. Summary of the Invention

[0004] Under the premise of meeting the comprehensive performance requirements of vertical takeoff and landing aircraft, such as low procurement cost, low operating cost, large payload capacity, long endurance, high reliability and easy maneuverability, high-speed flight capability is expanded by means of non-fixed axis rotation of the thruster and coaxial design with the fuselage center axis, forming a force couple balance and longitudinal push-pull vertical takeoff and landing high-speed aircraft solution.

[0005] A force-couple balanced and tandem push-pull vertical takeoff and landing high-speed aircraft includes a fuselage, a rotor, a fixed wing, a steering controller, and a propulsion unit;

[0006] The fuselage is equipped with a transmission system, a power system, an energy system, and a flight attitude control system; the fixed wings are located in the middle of the fuselage and are symmetrically arranged on both sides for support during high-speed flight;

[0007] The rotor is mounted on the top of the middle part of the fuselage via a rotor shaft in a rotatable connection. A clutch is provided between the rotor and the power system and / or transmission system on the fuselage, which can be disconnected or power transmitted to the rotor in a controlled manner.

[0008] There are two steering controllers, one set at the nose and one at the tail. The steering controller includes a fixed base and a rotating base. There are two thrusters, one set at the nose and one at the tail. They are controlled to rotate with the rotating base relative to the fixed base, so that the thrust vector they generate rotates in a plane parallel to the horizontal reference plane of the fuselage. The rotation range covers both the direction of flight of the fuselage and the direction of flight of the fuselage.

[0009] Furthermore, the power system uses an electric motor, and the energy system includes a battery and / or a fuel generator.

[0010] Furthermore, the propulsion units all use electrically driven propeller engines, powered by batteries and / or fuel generators built into the fuselage.

[0011] Furthermore, a conical fairing is also provided at the nose of the fuselage for mounting a steering controller; the nose steering controller is a nose steering controller, including a nose fixed base, a nose rotating base, a connector, and an actuator; the conical fairing is hollow inside with an opening at the front end, and the nose fixed base is installed on the cavity side wall of the conical fairing;

[0012] The thruster is fixedly connected to the nose rotating base and is turned in direction under the drive of the actuator, so that the thrust vector it generates rotates at a non-fixed axis of not less than 90° in a plane parallel to the horizontal reference plane of the fuselage; the nose fixed base and the nose rotating base are connected by a connector to realize non-fixed axis rotation, and the rotating shaft always remains perpendicular to the horizontal reference plane of the fuselage during the rotation.

[0013] Furthermore, the connector adopts a multi-link structure, with actuators installed between the multi-links of the connector. Controlled telescopic hydraulic arms or screws are used to drive the multi-links of the connector to fold and unfold through telescopic movements. Under the constraint and guidance of the connector, the head rotating base rotates at a non-fixed axis of not less than 90° relative to the head fixed base.

[0014] Furthermore, when the multi-link structure of the connector is in a fully folded state, the nose rotation base points parallel to the longitudinal axis of the fuselage, and the thrust vector generated by the thruster is parallel to the longitudinal axis of the fuselage and points in the forward direction; the nose steering controller is housed inside the installation compartment of the conical fairing, the thruster is in contact with the end face of the conical fairing, and the nose section maintains a sealed and streamlined aerodynamic shape.

[0015] Furthermore, the tail steering controller is selected from the nose steering controller, which includes a nose fixed base, a nose rotating base, a connector, and an actuator; the nose fixed base is integrated with the tail, and the thruster is fixedly connected to the nose rotating base. Under the drive of the actuator, the direction is changed so that the thrust vector generated by it rotates at a non-fixed axis of not less than 90° in a plane parallel to the horizontal reference plane of the fuselage.

[0016] The fixed base at the nose and the rotating base at the nose are connected by a connector to achieve non-fixed-axis rotation. During the rotation, the rotating shaft always remains perpendicular to the horizontal reference plane of the fuselage.

[0017] Furthermore, the tail steering controller is a tail steering controller, including a tail fixed base, a tail rotating base, a tail rotating shaft, and a steering actuator. The tail fixed base is integrated with the tail and has an embedded structure. The tail rotating base is hinged to the tail fixed base via the tail rotating shaft. The tail rotating base has a ducted shape, and the tail rotating shaft is set along the radial direction of the duct of the tail rotating base and perpendicular to the horizontal reference plane of the fuselage. The tail rotating shaft is fixedly connected to the tail rotating base and hinged to the tail fixed base. The steering actuator is used to drive the tail rotating shaft to make the tail rotating base rotate relative to the tail fixed base. The thruster is installed in the tail rotating base, and the thrust vector direction coincides with the duct axis of the tail rotating base. Under the drive of the steering actuator, the thruster rotates with the tail rotating base, so that the generated thrust vector rotates in a plane parallel to the horizontal reference plane of the fuselage between the forward direction of the fuselage and the forward direction of the fuselage.

[0018] The beneficial technical effects achieved by this invention are:

[0019] With thrusters installed at the nose and tail, when the thrust vectors of both thrusters point in the direction of the fuselage's forward motion, the thrusters and fuselage become integrated, eliminating the presence of protruding power nacelles and preventing an increase in frontal area that would increase drag. Furthermore, since the two thrusters are longitudinally coaxial, they maintain the small frontal area of ​​a single thruster while gaining the powerful thrust of two thrusters. During flight, the rotor speed is controlled by the clutch and transmission system, and the clutch can even be disengaged to allow the rotor to enter an autorotation state, gradually unloading the rotor and transferring it to the fixed wing. This allows the aircraft to switch to fixed-wing flight mode or a hybrid fixed-wing and rotor flight mode. The rotor does not need to rotate at high speed to generate lift, significantly reducing drag. Combined with the aforementioned high thrust and low drag, the aircraft achieves a flight speed close to that of a traditional fixed-wing aircraft while maintaining vertical takeoff and landing capabilities.

[0020] Meanwhile, the torque formed by the thrust vector generated by the front and rear thrusters balances the reverse torque brought to the fuselage by the rotor rotation. On the one hand, this can effectively reduce the longitudinal length of the fuselage, and on the other hand, it avoids the problem of helicopters needing to additionally balance the lateral thrust generated by the tail rotor when using the tail rotor torque balancing method.

[0021] Except when hovering, during flight, the thrust generated by the bow and tail thrusters is used to drive the aircraft. Compared with the helicopter tail rotor, which consumes more than 15% of its power to balance the reverse torque, this improves energy utilization. The combined design of the bow and tail thrusters and the fixed wing and autorotor helps to improve load-bearing capacity, enhance flight safety performance, and achieve a longer loiter time.

[0022] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the hovering state structure of one specific embodiment of the present invention;

[0024] Figure 2 yes Figure 1 A magnified view of a section at point A in the middle;

[0025] Figure 3 yes Figure 1 A magnified view of a section at point B in the middle;

[0026] Figure 4 This is a diagram showing the transitional flight state of one specific embodiment of the present invention;

[0027] Figure 5 This is a cruise state outline diagram of one specific embodiment of the present invention;

[0028] Figure 6 This is a schematic diagram of the head steering controller structure according to one specific embodiment of the present invention;

[0029] Figure 7 yes Figure 6 Another structural diagram of the head steering controller of the central engine;

[0030] Figure 8 yes Figure 6 A schematic diagram of the central engine head steering controller in its deployed state;

[0031] Figure 9 yes Figure 6 A schematic diagram of the folded state of the steering controller at the front of the engine;

[0032] Reference numerals: 1. Fuselage; 2. Fixed wing; 3. Rotor; 4. Nose steering controller; 41. Nose fixed base; 42. Nose rotating base; 43. Connector; 44. Actuator; 5. Thruster; 6. Tail steering controller; 61. Tail fixed base; 62. Tail rotating base; 63. Tail connecting shaft. Detailed Implementation

[0033] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings. It should be noted that the descriptions of the embodiments and the use of terms such as "upper," "lower," "front," "rear," "left," and "right" are merely illustrative of the invention in conjunction with their positions in the accompanying drawings and do not constitute a limitation thereof. Furthermore, the technical features involved in the embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other. Any additions, subtractions, integrations, changes, or other equivalent substitutions made without departing from the technical solution of the present invention are included within the protection scope of this patent.

[0034] like Figures 1-5 As shown, a force-couple balanced and tandem push-pull vertical takeoff and landing high-speed aircraft includes a fuselage 1, a rotor 3, a fixed wing 2, a nose steering controller 4, a thruster 5, and a tail steering controller 6.

[0035] The fuselage 1 is equipped with a transmission system and a power system to drive the rotor 3 and propeller 5, as well as an energy system, a flight attitude control system, and an aerodynamic shape with a low drag coefficient required for high-speed flight. The landing gear and other structures utilize existing technology and are not shown in the figure. The power system uses an electric motor, and the energy system includes batteries and / or a fuel generator.

[0036] The fixed wing 2 is located in the middle of the fuselage 1, symmetrically arranged on both sides, and is used for bearing load during high-speed flight.

[0037] The rotor 3 is mounted on the top of the middle part of the fuselage 1 by means of a rotor shaft. The rotor 3 is connected to the power system and transmission system on the fuselage 1 by a clutch, which can be controlled to disconnect or transmit power to the rotor 3, so that the rotor 3 can work in two states: a self-rotating rotor and a driving rotor.

[0038] In this specific embodiment, there are two thrusters 5, both of which are electrically driven propeller engines, powered by a battery and / or fuel generator built into the fuselage 1, and respectively mounted on rotating bases at the nose and tail. The thrusters 5 can also be either electrically driven shaftless fan engines or electrically driven ducted fan engines, which are power units capable of driving the aircraft.

[0039] like Figures 6-9As shown, in this specific embodiment, the nose steering controller 4 includes a nose fixing base 41, a nose rotating base 42, a connector 43, and an actuator 44. A conical fairing is provided at the nose position of the fuselage 1 for mounting the nose steering controller 4. During high-speed flight, the nose steering controller 4 is hidden inside, forming a low drag coefficient aerodynamic shape. The interior of the conical fairing is hollow, with an opening at the front end. The nose fixing base 41 is mounted on the cavity sidewall of the conical fairing with screws.

[0040] One of the thrusters 5 is mounted on the nose rotating base 42. Driven by the actuator 44, the thruster 5 rotates with the nose rotating base 42, causing its thrust vector to rotate in a plane parallel to the horizontal reference plane of the fuselage 1. The rotation range covers both the direction of flight parallel to and perpendicular to the direction of flight of the fuselage 1. That is, the nose rotating base 42 can rotate at least 90° relative to the nose fixed base 41. When the thruster 5 is rotated with the nose rotating base 42 to the point where the thrust vector is parallel to the direction of flight of the fuselage 1, the thruster 5 is in the same direction / coaxial with the central axis of the fuselage 1. This maintains a small frontal area for a single thruster, and the projection of the thruster's frontal surface onto the maximum cross-section of the fuselage 1 is basically coincident with the maximum cross-section of the fuselage 1. It is completely or mostly covered by the maximum cross-section of the fuselage 5. Installing the thruster 5 will not significantly increase the overall frontal area of ​​the aircraft, thus avoiding a significant increase in frontal drag.

[0041] In this specific embodiment, the thruster 5 is fixedly connected to the nose rotating base 42 by screws. The nose fixed base 41 and the nose rotating base 42 are connected by a connector 43 to achieve non-fixed-axis rotation. During the rotation, the position of the rotating shaft is not fixed, but it always remains perpendicular to the horizontal reference plane of the fuselage 1.

[0042] In this specific embodiment, the connector 43 adopts a multi-link structure, and the actuator 44 is installed between the multi-links of the connector 43. It adopts a hydraulic support arm or screw that can be controlled to extend and retract. Through the extension and retraction action, the multi-links of the connector 43 are folded and unfolded. Under the constraint and guidance of the connector 43, the head rotating base 42 can rotate at least 90° relative to the head fixed base 41 without a fixed axis.

[0043] In this specific embodiment, the installation compartment inside the conical fairing is generally rectangular. The nose mounting base 41 is fixedly connected to the side wall of the installation compartment, perpendicular to the horizontal reference plane of the fuselage 1. The installation compartment can accommodate the connector 43 in its folded state without interfering with the connector 43 or the nose rotating base 42 during the unfolding process. Driven by the actuator 44, the thruster 5 rotates synchronously with the nose rotating base 42, causing the thrust vector it generates to rotate in a plane parallel to the horizontal reference plane of the fuselage 1, between the forward direction of the fuselage 1 and the forward direction perpendicular to the fuselage 1.

[0044] When the multi-link structure of connector 43 is in a fully folded state, such as Figure 9 As shown, at this time, the nose rotating base 42 and the nose fixed base 41 are perpendicular to each other, and both are perpendicular to the horizontal reference plane of the fuselage 1. The thrust vector generated by the thruster 5 is parallel to the longitudinal axis of the fuselage 1 and points in the forward direction. Figure 5 As shown, the nose steering controller 4 is housed inside the mounting compartment of the cone-shaped fairing, and the thruster 5 is fitted with the end face of the cone-shaped fairing. The nose section maintains a sealed and streamlined aerodynamic shape, creating favorable conditions for high-speed flight.

[0045] During the switching state, driven by actuator 44, thruster 5 rotates synchronously with nose-mounted base 42 relative to nose-fixed base 41 in a non-fixed-axis manner. This causes the thrust vector generated by thruster 5 to smoothly transition from pointing towards the forward direction of fuselage 1 to being perpendicular to the forward direction of fuselage 1. The resulting torque is opposite in direction to the reverse torque transmitted from rotor 3 to fuselage 1. Figure 4 As shown. During the turning process, the propeller blades of the thruster 5 do not interfere with the fuselage 1.

[0046] When the multi-link structure of connector 43 is in the fully deployed state, as Figure 8 As shown, at this time, the nose rotating base 42 and the nose fixed base 41 are parallel and both are perpendicular to the horizontal reference plane of the fuselage 1. The thrust vector generated by the thruster 5 is perpendicular to the longitudinal axis of the fuselage 1. The torque formed is opposite to the reverse torque transmitted to the fuselage 1 by the rotor 3. The torque formed by the same thrust vector is the largest, which makes it easier for the aircraft to hover / vertically take off and land.

[0047] The tail steering controller 6 functions similarly to the nose steering controller 4, both changing the direction of the thrust vector generated by the propeller 5 while preventing a significant increase in head drag. The difference lies in that the tail steering controller 6 uses a fixed-axis rotation.

[0048] In this specific embodiment, the tail steering controller 6 includes a tail fixed base 61, a tail rotating base 62, a tail rotating shaft 63, and a steering actuator (not shown in the figure). The tail fixed base 61 is integrated with the tail and has an embedded structure. The tail rotating base 62 is hinged to the tail fixed base 61 via the tail rotating shaft 63. The tail rotating base 62 has a ducted shape. The tail rotating shaft 63 is arranged along the radial direction of the duct of the tail rotating base 62 and is perpendicular to the horizontal reference plane of the fuselage 1. The tail rotating shaft 63 is fixedly connected to the tail rotating base 62 and hinged to the tail fixed base 61.

[0049] The steering actuator is a drive motor, hidden inside the tail section, used to drive the tail rotation shaft 63 to rotate the tail rotation base 62 relative to the tail fixed base 61. The thruster 5 is installed inside the tail rotation base 62, and the thrust vector direction coincides with the duct axis of the tail rotation base 62. Driven by the steering actuator, the thruster 5 rotates with the tail rotation base 62, causing the generated thrust vector to rotate in a plane parallel to the horizontal reference plane of the fuselage 1 between the forward direction of the fuselage 1 and the forward direction of the fuselage 1.

[0050] It should be noted that the steering actuator can also be replaced by other solutions, such as a drive mechanism that outputs linear motion, which drives the tail rotation base 62 to rotate relative to the tail fixed base 61 through a linkage, and there is no substantial difference from this specific embodiment.

[0051] like Figure 5 As shown, when both thrusters 5 are rotated to a position where the thrust vector is parallel to the forward direction of the fuselage 1, the two thrusters 5 are in the same direction / coaxial with the central axis of the fuselage 1, maintaining a small frontal area for each thruster. Furthermore, the projection of the thruster's frontal surface onto the maximum cross-section of the fuselage 1 is basically coincident with the maximum cross-section of the fuselage 1. Installing thrusters 5 will not significantly increase the overall frontal area of ​​the aircraft, thus avoiding a substantial increase in frontal drag.

[0052] like Figure 1 As shown, when the aircraft hovers, rotor 3 rotates at high speed under the drive of the power system and energy system, generating lift. The two thrusters 5 at the nose and tail adjust the magnitude of the thrust they generate and rotate around their respective axes of rotation to a position where the thrust vector is perpendicular to the longitudinal vertical symmetry plane of the fuselage 1. At this time, the thrust vectors generated by the two thrusters 5 are equal in magnitude and opposite in direction. The torque formed by the two thrust vectors is equal in magnitude and opposite in direction to the counter-torque transmitted from the rotor 3 to the fuselage 1, thus enabling the aircraft to hover / vertically ascend and descend.

[0053] like Figure 4As shown, when the aircraft transitions from hovering to level flight, rotor 3, driven by the power and energy systems, rotates at high speed to generate lift. The two thrusters 5 at the nose and tail adjust the magnitude of the thrust they generate and rotate around their respective axes to a position where the thrust vector forms an acute angle with the longitudinal vertical symmetry plane of fuselage 1. The components of the two thrust vectors on the longitudinal vertical symmetry plane of fuselage 1 are equal in magnitude and opposite in direction. Furthermore, the torque formed by the components of the two thrust vectors on the longitudinal vertical symmetry plane of fuselage 1 is equal in magnitude and opposite in direction to the reversing torque transmitted from rotor 3 to fuselage 1. The components of the two thrust vectors on the longitudinal vertical symmetry plane of fuselage 1 are in the same direction, driving the aircraft to accelerate forward / backward. Theoretically, the reversing torque transmitted to the fuselage remains constant during this process, but the thrust of the two thrusters gradually increases. This is because as the two thrusters point in the forward or backward direction, the component on the longitudinal vertical symmetry plane of fuselage decreases, making it impossible to balance the reversing torque. Therefore, it is necessary to increase the thrust of the thrusters to achieve this balance.

[0054] like Figure 5 As shown, when the aircraft transitions from low-speed level flight to high-speed flight, the rotor 3, driven by the power system and energy system, rotates at high speed to generate lift. During the aircraft's acceleration forward, the two thrusters 5 at the nose and tail rotate around their respective axes of rotation until their thrust vectors coincide with the longitudinal vertical symmetry plane of the fuselage 1, and the thrust vectors are both directed towards the direction of the aircraft's flight. By continuously increasing the thrust of the nose and tail thrusters 5, the aircraft accelerates. Simultaneously, the power system, transmission system, and clutch within the fuselage 1 coordinate to gradually reduce or even completely disconnect the drive to the rotor 3. The rotor 3 is gradually unloaded and its load is mainly transferred to the fixed wing 2. The rotor 3 changes from a driven rotor state to an autorotating rotor state. Under the propulsion of the nose and tail thrusters 5, the aircraft flies at high speed in a manner where the autorotating rotor and the fixed wing share the load.

[0055] It should be noted that the above specific embodiments are only preferred solutions for force couple balance and tandem push-pull vertical take-off and landing high-speed aircraft, not the only solutions. For example, the steering of the tail position thruster 5 can also adopt the structure of the nose steering controller 4, and the steering of the nose position thruster 5 can also adopt the structure of the tail steering controller 6. However, if the nose position and the tail position both adopt the structure of the nose steering controller 4, it is necessary to ensure that the thrust vector of the thruster should be opposite in the hovering state. When the nose position adopts the structure of the tail steering controller 6, a better aerodynamic shape cannot be obtained, and the drag at high speed is large. The characteristics of different rotating base combination schemes are shown in Table 1.

[0056] Table 1. Characteristics of different rotating base combination schemes

[0057]

[0058] The beneficial technical effects achieved by this specific embodiment are:

[0059] The hybrid powertrain configuration facilitates balanced energy allocation, improving range while maintaining load capacity. The use of electric propeller engines for the nose and tail thrusters reduces transmission weight and improves transmission efficiency. With thrusters mounted at both ends, when the thrust vectors are both pointing in the direction of flight, the thrusters are integrated with the fuselage, eliminating protruding power nacelles and preventing increased wind resistance due to increased frontal area. Furthermore, the coaxial arrangement of the two thrusters maintains the small frontal area of ​​a single thruster while providing the powerful thrust of dual thrusters. During flight, the rotor speed is controlled via clutches and the transmission system, and the clutch can even be disengaged to allow the rotor to enter autorotation, gradually unloading the rotor and transferring it to the fixed wing for fixed-wing or hybrid fixed-wing / rotor flight. The rotor no longer needs to rotate at high speed to generate lift, significantly reducing drag. Combined with the aforementioned high thrust and low drag, the aircraft achieves speeds approaching those of traditional fixed-wing aircraft while maintaining vertical takeoff and landing capabilities.

[0060] The aircraft employs non-fixed-axis and fixed-axis steering controllers at the nose and tail, respectively. This design ensures that the thrust vector control range of the propellers is met while effectively preventing interference between the propellers and the fuselage, and also maintains a good aerodynamic shape for high-speed flight. The torque couple generated by the thrust vectors from the nose and tail propellers balances the counter-torque generated by the rotor rotation on the fuselage. This effectively reduces the longitudinal length of the fuselage and avoids the problem of additional balancing of the lateral thrust generated by the tail rotor required by helicopters using tail rotor torque balancing methods.

[0061] Except during hovering, the thrust generated by the bow and tail thrusters is used to propel the aircraft during flight. Compared to a helicopter's tail rotor, which consumes more than 15% of its power to balance the reverse torque, this improves energy efficiency. The combined design of the bow and tail thrusters and the fixed-wing / autorotor system enhances load-bearing capacity, improves flight safety, and allows for longer loiter time.

[0062] The above are merely preferred embodiments of the present invention and are 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 force-couple balanced and tandem push-pull vertical takeoff and landing high-speed aircraft, comprising a fuselage (1) and a rotor (3), characterized in that, It also includes a fixed wing (2), a steering controller, and a thruster (5); The fuselage (1) is equipped with a transmission system, a power system, an energy system, and a flight attitude control system; the fixed wings (2) are located in the middle of the fuselage (1) and are symmetrically arranged on both sides for bearing load during high-speed flight; The rotor (3) is mounted on the top of the middle part of the fuselage (1) by means of a rotor shaft. A clutch is provided between the rotor (3) and the power system and / or transmission system matched on the fuselage (1) to controllably disconnect or transmit power to the rotor (3). There are two steering controllers, which are respectively set at the front and rear of the aircraft. The steering controller includes a fixed base and a rotating base. There are two thrusters (5), which are respectively installed on the rotating bases at the front and rear of the aircraft. They are controlled to rotate with the rotating base relative to the fixed base, so that the thrust vector generated by them rotates in a plane parallel to the horizontal reference plane of the fuselage (1). The rotation range covers the direction of travel parallel to the fuselage (1) and the direction of travel perpendicular to the fuselage (1).

2. The high-speed vertical takeoff and landing aircraft with couple balance and tandem push-pull mechanism according to claim 1, characterized in that, The power system uses an electric motor, and the energy system includes a battery and / or a fuel generator.

3. The high-speed vertical takeoff and landing aircraft with couple balance and tandem push-pull mechanism according to claim 2, characterized in that, The propellers (5) are all electrically driven propeller engines, powered by batteries and / or fuel generators built into the fuselage (1).

4. The high-speed vertical takeoff and landing aircraft with couple balance and tandem push-pull mechanism according to claim 1, characterized in that, The fuselage (1) is also provided with a conical fairing at the nose position for installing a steering controller; the steering controller at the nose is a nose steering controller (4), which includes a nose fixing base (41), a nose rotating base (42), a connector (43), and an actuator (44); the conical fairing is hollow inside and open at the front end, and the nose fixing base (41) is installed on the cavity side wall of the conical fairing; The thruster (5) is fixedly connected to the nose rotating base (42). Under the drive of the actuator (44), the direction is changed so that the thrust vector generated by it rotates at a non-fixed axis of not less than 90° in a plane parallel to the horizontal reference plane of the fuselage (1). The nose fixed base (41) and the nose rotating base (42) are connected by a connector (43) to realize non-fixed axis rotation. During the rotation, the rotating shaft always remains perpendicular to the horizontal reference plane of the fuselage (1).

5. The high-speed vertical takeoff and landing aircraft with couple balance and tandem push-pull mechanism according to claim 4, characterized in that, The connector (43) adopts a multi-link structure. The actuator (44) is installed between the multi-links of the connector (43). It adopts a controlled telescopic hydraulic arm or screw. Through the telescopic action, the multi-links of the connector (43) are folded and unfolded. Under the constraint and guidance of the connector (43), the head rotating base (42) rotates at a non-fixed axis of not less than 90° relative to the head fixed base (41).

6. The high-speed vertical takeoff and landing aircraft with couple balance and tandem push-pull mechanism according to claim 5, characterized in that, When the multi-link structure of the connector (43) is in a fully folded state, the nose rotating base (42) points parallel to the longitudinal axis of the fuselage (1), and the thrust vector generated by the thruster (5) is parallel to the longitudinal axis of the fuselage (1) and points in the forward direction; the nose steering controller (4) is housed inside the installation compartment of the conical fairing, the thruster (5) is in contact with the end face of the conical fairing, and the nose part maintains a sealed and streamlined aerodynamic shape.

7. The high-speed vertical takeoff and landing aircraft with couple balance and tandem push-pull mechanism according to claim 4, characterized in that, The tail steering controller is selected from the nose steering controller (4), which includes a nose fixed base (41), a nose rotating base (42), a connector (43), and an actuator (44). The nose fixed base (41) is integrated with the tail, and the thruster (5) is fixedly connected to the nose rotating base (42). Under the drive of the actuator (44), the direction is changed so that the thrust vector generated by it rotates at a non-fixed axis of not less than 90° in a plane parallel to the horizontal reference plane of the fuselage (1). The nose fixed base (41) and the nose rotating base (42) are connected by a connector (43) to achieve non-fixed axis rotation. During the rotation, the rotating shaft always remains perpendicular to the horizontal reference plane of the fuselage (1).

8. The high-speed aircraft with couple balancing and tandem push-pull vertical takeoff and landing according to any one of claims 4 to 6, characterized in that, The tail steering controller is a tail steering controller (6), which includes a tail fixed base (61), a tail rotating base (62), a tail rotating shaft (63), and a steering actuator. The tail fixed base (61) is integrated with the tail and is an embedded structure. The tail rotating base (62) is hinged to the tail fixed base (61) through the tail rotating shaft (63). The tail rotating base (62) has a ducted shape. The tail rotating shaft (63) is set along the radial direction of the duct of the tail rotating base (62) and is perpendicular to the horizontal reference plane of the fuselage (1). The tail rotating shaft (63) and the tail rotating base (62) are connected. The fixed connection is hinged to the tail fixed base (61); the steering actuator is used to drive the tail rotating shaft (63) to drive the tail rotating base (62) to rotate relative to the tail fixed base (61) on a fixed axis; the thruster (5) is installed in the tail rotating base (62), and the thrust vector direction coincides with the duct axis of the tail rotating base (62). Under the drive of the steering actuator, the thruster (5) rotates with the tail rotating base (62), so that the thrust vector generated rotates in a plane parallel to the horizontal reference plane of the fuselage (1) between the forward direction of the fuselage (1) and the forward direction of the fuselage (1).

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