Wing, propeller and rudder integrated aircraft

Abstract

The utility model belongs to the technical field of aviation aircrafts, and discloses a wing, paddle and rudder integrated aircraft, which consists of an aircraft body, wing, paddle and rudder integrated wings, a flight control system, a power system and a distribution system, vertical take-off and landing, low-speed flight and hovering of the aircraft can be achieved like a multi-rotor aircraft, taxiing take-off, climbing, high-speed level flight and gliding landing of the aircraft can also be achieved like a fixed wing, and in order to improve the stability and economical efficiency of flight conversion of the aircraft, a large foldable fixed wing can be additionally arranged, the wing-propeller-rudder integrated wing is designed into a foldable structure, and therefore the aircraft can be folded and unfolded. The storage and the transportation are convenient; different undercarriages are selected to adapt to different airports and platforms to complete take-off and landing of the aircraft, and the flight elevation angle of the wing-paddle-rudder integrated wing and distribution of the power system are controlled through the flight control system to be applied to different flight states.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, and in particular to a wing-propeller-rudder integrated aircraft. Background Art

[0002] In recent years, with the rapid development of aviation technology, higher requirements have been placed on the functionality and flexibility of aircraft, especially in the seamless switching technology between vertical take-off and landing (VTOL) and traditional fixed-wing flight modes. Although traditional multi-rotor drones can achieve vertical take-off and landing and hover in the air, they do not have fixed wings to generate lift, and rely entirely on motor power to overcome their own weight. The propellers are supported by several round tubes, and the resistance increases rapidly during high-speed flight. Therefore, there are serious deficiencies in load, high-speed flight, air time and endurance. Therefore, multi-rotor aircraft with large loads have poor power efficiency, which limits the development of such models; and although fixed-wing aircraft excel in long-distance flight efficiency and high-speed performance, they require airport runways to take off and land, which also limits the actual application of such aircraft. Use scenarios; Although composite wing aircraft have the advantages of the above combination, the large number of multi-rotor motors with heavy weight are mostly used only for a short time in the vertical take-off and landing and hovering stages. Not only do they not work in most of the voyage, but they also generate additional wind resistance, affecting the flight speed and endurance, and also affecting the aircraft's payload capacity; Although the American Osprey V22 tilt-rotor aircraft has also solved the conversion function between rotors and fixed wings, it has a complex structure and poor conversion stability. It often causes many serious flight accidents with aircraft destruction and casualties due to the turbulence of airflow caused by the conversion of the two working conditions. Therefore, the development of an aircraft that combines the advantages of the former and can make full use of the rotor motor to improve flight performance and maneuverability, and can take off and land vertically and fly long distances efficiently has become a difficult problem to overcome with current technology.

[0003] Existing attempts include, but are not limited to, adding a variable vector thrust system and adopting a complex mechanical structure to realize mode conversion in aircraft design. For example, a propeller engine is arranged on the outside of the fixed wing to rotate to realize vertical and horizontal power conversion modes. The newly added mechanical transmission, servo motor, engine suspension bracket, etc. are all loaded on the outside of the wing, which will inevitably strengthen the fixed wing structure, increase the overall weight of the fuselage, and reduce the effective load. At the same time, during the vertical take-off phase, the propeller downwash airflow generates a large downward wind load on the adjacent fixed wing surface and the upper area of ​​the fuselage, which also reduces the take-off weight and effective load of the aircraft. These solutions are often accompanied by complex structure, high cost, low conversion efficiency and insufficient stability, which also limit their wide application.

[0004] In view of the above technical bottlenecks, there is an urgent need to design an innovative wing-propeller-rudder integrated aircraft and flight control method to meet the needs of vertical take-off and landing, low-speed flight, and hovering in the air, and to achieve high-speed flight similar to fixed-wing aircraft without a runway, and to easily achieve a smooth transition between rotor and fixed-wing flight states, so that the rotor propeller can also play a role in fixed-wing flight states, and under rotor operating conditions, it can overcome the problem of downwash airflow generating a sinking load on the wing or upper area of ​​the fuselage, thereby improving the safety and reliability of flight, etc. At the same time, it takes into account the economy and convenience of storage and transportation, as well as the landing gear configuration that adapts to different environments, the optimized power distribution system and servo control, and the emergency safety system protection measures to ensure that good stability and controllability can be maintained in various flight states. Utility Model Content

[0005] In order to solve the problems existing in the background technology, the utility model provides a wing-propeller-rudder integrated aircraft and a flight control method, which includes a body, a wing-propeller-rudder integrated wing, a flight control system, a power and a power distribution system, wherein:

[0006] The wing with propeller and rudder is a controllable component that integrates the wing, steering gear, propeller and rudder-wing transmission shaft. The steering gear controls the change of the pitch angle α of the entire wing with propeller and rudder through the rudder-wing transmission shaft. This design allows the wing to also take into account the function of the rudder surface, making the aircraft have better maneuverability and reliability. In order to facilitate the layout of pipelines, the rudder-wing transmission shaft can be designed as a hollow shaft, so that power lines, signal control lines, oil and water pipelines, etc. can be connected from the fuselage to the wing with propeller and rudder and the propeller.

[0007] Each wing-propeller-rudder integrated wing is provided with at least one propeller and one servo;

[0008] The pitch angle and propeller power of each wing can be controlled individually;

[0009] Two wings with propellers and rudders that are symmetrically arranged along the left and right sides of the fuselage form a group. The propellers of the two wings with propellers and rudders that are symmetrically arranged along the left and right sides of the fuselage have the same specifications and generate torques in opposite directions. The elevation angle α and propeller power of each set of wings with propellers and rudders can be synchronously controlled.

[0010] At least two sets of wing-propeller-rudder integrated wings are arranged on the front and rear of the fuselage; the torque direction generated by the diagonal propellers of each two sets of wing-propeller-rudder integrated wings is consistent, and the elevation angle α and propeller power of multiple sets of wing-propeller-rudder integrated wings can be synchronously controlled; this design can meet the necessary conditions for both rotor flight state and fixed-wing flight control, and each set or multiple sets of synchronous control is conducive to special flight control, such as take-off, hovering, flight state conversion, climbing, diving, etc.;

[0011] Each group of thrusters is of the same type, which can be any of the following: pull thrusters, thrust thrusters, or pull-push combined thrusters. This selection is conducive to optimizing the design of aircraft with different mission requirements.

[0012] The wing-propeller-rudder integrated aircraft has both multi-rotor flight conditions and fixed-wing flight conditions, and the two conditions can be flexibly converted. Having these two flight modes can solve the problem of takeoff and landing under conditions such as airport runways or simple helicopter platforms. It can fly at high speed in the air and hover in the air, broadening the application scenarios and use value of the aircraft. At the same time, the wing of the wing-propeller-rudder integrated aircraft takes into account the three functions of the wing, aileron and rudder wing. The thruster takes into account the lift generated by vertical take-off and landing, the horizontal pull or thrust, the traction of flight maneuvers, etc., which improves their utilization rate, reduces the weight of the fuselage itself, and optimizes the thrust-to-weight ratio parameters. It is a completely innovative functional integration design concept and a re-improved fuselage structure configuration.

[0013] The position of the propeller of the wing with integrated propeller and rudder is set so that the downwash airflow generated under multi-rotor flight conditions does not constitute a downward wind load on the upper area of ​​the aircraft body. This setting condition is specially designed for the propeller so that the maximum vertical take-off weight will not be reduced under multi-rotor flight conditions. It is an important indicator for improving the flight performance of the aircraft. This setting can not only maintain the stability of the airflow around the aircraft, but also improve the wind resistance of the aircraft, especially in take-off and landing and hovering. It has very superior aerodynamic stability. However, during vertical take-off and landing, the upper part of the fuselage and part of the fixed wing section of the traditional tilt-rotor aircraft will block part of the rotor downwash airflow, causing the lift of the whole aircraft to decrease. In addition, the airflow under the fixed wing is turbulent during the tilting process, especially the fuselage torque during the tilting process is difficult to balance, which makes the tilt-rotor aircraft fuselage attitude control more difficult.

[0014] In the preferred solution, the wing with propeller and rudder is provided with a wing folding mechanism, mainly for the convenience of storage, storage and transportation and saving space. This wing folding mechanism can also be used for the added fixed-wing structure, because the large aspect ratio can provide sufficient lift. If it is too long, a folding mechanism is required for storage.

[0015] In the preferred scheme, the fuselage is provided with one or more of fixed wings, rotatable and retractable fixed wings, and folding fixed wings. This design is mainly used to compensate for the lift of the aircraft and maintain flight stability and wind resistance. Under the same conditions, it is beneficial to increase the range and airborne time of the aircraft, and can also increase the service ceiling and improve its comprehensive economic performance.

[0016] In the preferred scheme, a fixed-wing interface is arranged between the fixed wing and the top of the body, and the fixed-wing interface is composed of an anti-slip limit turntable group and a guide column. The anti-slip limit turntable group is composed of a base, a connecting limit tube, a limit nut, a positioning pin, and a safety pin. An integrally formed sleeve is arranged on the base, and a limit hole matching the positioning pin is arranged on the sleeve. The base is provided with a mounting hole and is fixedly connected to the body structure; the upper part of the connecting limit tube is a polygonal hollow positioning plate of an integral structure, and a thread is arranged at the lower part, and a safety pin is arranged in the middle of the thread, and a limit hole corresponding to the sleeve on the base is arranged in the middle of the connecting limit tube; a limit hollow disk of an integral structure is arranged on the limit nut, and a safety pin is arranged in the limit nut; the guide column and the fixed The wing is fixedly connected, and a space cabin is arranged inside which is installed in cooperation with a connecting limit tube. A positioning groove is arranged at the bottom of the space cabin which matches the polygonal hollow positioning plate at the top of the connecting limit tube. A through hole is arranged at the lower part of the guide column which matches the base for installing a limit pin. Both ends of the connecting limit tube are respectively positioned with the base and the fixed-wing space cabin groove, and can be horizontally rotated and connected to prevent detachment. A corresponding coaxial positioning hole is arranged in the middle of the overlapping area of ​​the connecting limit tube and the base, and the limit nut is installed in the threaded area after the connecting limit tube passes through the base. The fixed wing can be rotated, retracted and unfolded horizontally along the body through the integrated anti-detachment limit turntable group and is limited by the positioning pin. The advantage of this design is that the fixed wing also has a storage function, which saves storage space and is convenient for transportation.

[0017] In the preferred solution, an electronically controlled steering gear is provided at the bottom of the connecting limit tube, and the electronically controlled steering gear is composed of a driven gear, a driving gear, and a servo motor. The driven gear is installed at the bottom of the connecting limit tube through a key, and the driving gear is connected to the main shaft of the servo motor. The servo motor is installed on the fuselage structure. The servo motor cooperates with the gear set to realize the electric control rotation, retraction, lateral expansion and limiting of the fixed-wing forward body. This design is mainly used to realize rotation by electronic control when it is difficult to manually rotate and fold large fixed-wings, thereby reducing the labor intensity of ground crew members and realizing automatic control.

[0018] In the preferred scheme, the wing folding mechanism is a mechanical folding mechanism or an electrically controlled folding mechanism, wherein the mechanical folding mechanism is a double concentric axis rotating folding wing interface of a hinge structure, and the folding wing interface is composed of an inner interface plate, an outer interface plate, an anti-detachment hinge shaft, and a safety pin; interface plate hinge holes that cooperate with each other are respectively arranged on the inner interface plate and the outer interface plate, and the inner interface plate and the outer interface plate are assembled together through the anti-detachment hinge shaft, the inner interface plate is fixedly connected to the fixed wing section structure, and the outer interface plate is fixedly connected to the folding wing section structure, and the inner interface plate and the outer interface plate are both provided with pipeline perforations / interface plate structure transition pipeline insertion tubes, and the interface plate hinge holes are selected to be arranged up and down or horizontally according to the folding method, and when one anti-detachment hinge shaft is withdrawn, the folding wing rotates with the other anti-detachment hinge shaft as the axis. Folding, the two anti-detachment hinge shaft designs can realize two-way folding respectively, and the folding angle can be controlled by setting an adjustable limiter; the electronically controlled folding mechanism is completed by installing a worm gear / connecting rod mechanism in conjunction with a servo motor. For example, a servo motor is set on the fixed-wing cross-section structure to drive the worm to engage with the synchronous turbine set on the anti-detachment hinge shaft, and the other anti-detachment hinge shaft is released. The folding wing is rotated and folded with the existing anti-detachment hinge shaft as the axis under the control of the servo motor. The way of setting the connecting rod mechanism is similar and will not be described again. In order to improve the flight performance and economy of the aircraft, its fixed wings are often designed to be very wide, which makes it inconvenient to enter and exit the hangar, especially for carrier-based aircraft. The folding wing method is the first choice. This folding method is common to both wing-propeller-rudder integrated wings and fixed wings.

[0019] In the preferred scheme, a plurality of detachable suspension brackets are provided on the fixed wing, and one or more sets of auxiliary thrusters are installed on the suspension brackets; the auxiliary thrusters are all installed in pairs and symmetrically, with the same specifications and opposite rotation directions; the suspension brackets are installed on the invisible interface or fixed interface of the fixed wing; this design is mainly to improve the take-off load of the aircraft and the overload and maneuvering performance indicators during the flight process, especially when performing special tasks, it can be achieved by simple installation. The invisible interface is used in order to be hidden inside the fixed wing when not installed to reduce flight resistance, and can be pushed into the fixed wing and hidden when no mount is added, and opened and extended when the mount is added; adding invisible interfaces or fixed interfaces to the fixed wing is also convenient for hanging other equipment, such as auxiliary fuel tanks, external power batteries, detection equipment, sampling equipment, etc.

[0020] In the preferred scheme, the power system of the propeller and auxiliary propeller is one or more of an electric motor, a diesel engine, new energy, and an oil-electric hybrid power system; the propeller torque is one or more combinations of fixed-pitch and variable-pitch propellers; these selections are mainly for optimizing the combination of power systems when designing aircraft for different types of missions. In particular, the introduction and application of new energy can improve the power adaptability and environmental protection performance of the aircraft, and open up a direction for the promotion of new technologies.

[0021] In the preferred scheme, the servo is arranged inside the fuselage, and the servo controls the rotation of the wing with propeller and rudder through a worm gear transmission; the servo is provided with an over-limit safety protection device, and in the rotor flight state, the rudder wing pitch angle α of the wing with propeller and rudder is controlled between 70° and +110°; in the fixed-wing flight state, the rudder wing pitch angle α of the wing with propeller and rudder is controlled between -20° and +30°, and the conversion between the rotor and fixed-wing flight states is controlled between +30° and +70°; since the internal structural strength of the fuselage is much greater than the structural strength of the wing, this design is conducive to the selection of high-power servos and high-transmission ratio actuators to complete large-load flight missions, while improving the safety and reliability during flight, which is a very important design concept.

[0022] In a preferred solution, a tail thruster is arranged at the tail of the fuselage. The tail thruster is a conventional thruster or a vector thruster. The vector thruster deflects downward by 90 degrees without interfering with the fuselage structure. When the vector thruster deflects at a small angle, the fuselage can also perform pitching, left and right turns, rolling and other actions, which helps the maneuverability of the aircraft and provides an additional means of operation. When it rotates downward by 90 degrees, it can complete downward power output in takeoff and hovering states. Its reverse thrust can increase the payload of the aircraft, and also fully utilizes its power output, thereby improving power output efficiency.

[0023] In a preferred solution, controlled opening protective facilities are arranged at one or more locations on the fuselage, landing gear, and wing. The protective facilities include sealed shock-absorbing airbags / parachutes. The sealed shock-absorbing airbags are mainly used for shock absorption during landing on land and for anti-sinking of floats in water. The parachutes are mainly used to reduce the falling speed of the aircraft in case of unexpected situations. The parachutes are arranged at one or more locations on the fuselage, the inner cabin of the radome, and the wing. The emergency parachutes are divided into main parachutes and balance adjustment auxiliary parachutes. The main parachute compartment (10-1) is designed in the middle of the fuselage, and the auxiliary parachute compartments are symmetrically designed in the fuselage or wings in front and behind or on the left and right sides of the main parachute compartment. The auxiliary parachutes are mainly used to adjust the function of maintaining a stable descent in the front and back and left and right directions during the descent of the aircraft, so as to prevent local damage to the fuselage, wings, external equipment, etc. during landing in an unbalanced state. The main parachute compartment is designed to be located in the middle of the fuselage; adding these functions is mainly a safety measure to protect the aircraft and reduce the degree of damage when it falls under special circumstances. It is particularly important for manned aircraft. Flight safety is the top priority of aircraft. In particular, setting up parachutes and airbags during the development and test flight of new models is of great significance and can reduce major losses.

[0024] In a preferred solution, a rudder wing support is arranged on the rudder wing of the longitudinal two sets of wing-propeller-rudder integrated wing. After the rudder wing rotates, the support is downward and exceeds the bottom of the fuselage, contacts the ground to form a fixed support, and constitutes a landing gear structure; the rudder wing support body is an integrated structure or an inlaid structure with the rudder wing, wherein the rudder wing support with the integrated structure with the rudder wing contains a flat L-shaped structure or a folded L-shaped structure formed at the wing tip of the rudder wing. The flat L-shaped structure is suitable for vertical take-off and landing in rotor flight conditions, and is also convenient for folding and storage, occupies less space, and has a simple production process. The folded L-shaped structure plus the ground wheel are suitable for the stability of taxiing and landing in fixed-wing flight conditions, save energy, and extend the endurance of the aircraft. The inlaid structure contains a hidden structure that is arranged to be retractable, which is convenient for the storage of the rudder wing support and saves space. These are very practical in small aircraft and can reduce the weight of the aircraft landing gear and increase the effective load.

[0025] The beneficial effects achieved by the utility model are:

[0026] Implementation of multi-functional flight modes: The utility model adopts the design of an integrated wing with propellers and rudders, so that the aircraft can flexibly switch between multi-rotor flight conditions and fixed-wing flight conditions, solving the problem that traditional aircraft are difficult to achieve vertical take-off and landing and high-speed cruising at the same time.

[0027] Diversified control performance: This structural design and combination not only has the ability to control by changing the power of the multi-rotor propeller under rotor working conditions, but also can perform maneuvering by changing the elevation angle α, which provides an additional set of control methods; in the fixed-wing working state, multiple thrusters can work in turn or synchronously. Not only can they be maneuvered by changing the elevation angle α, but they can also complete some flight control items by adjusting the output power of each thruster. The addition of vector thrusters can also help improve the aircraft's auxiliary operations such as pitch, steering, and roll. It is not only flexible in operation, but also has several sets of emergency measures to ensure flight stability in unexpected situations, which is crucial to flight safety.

[0028] Functional integration creates a new structural configuration: the wing with propeller and rudder takes into account the three functions of wing, aileron and rudder wing. It not only reduces the number of servos and reduces the weight of the aircraft, but also improves the rudder efficiency and eliminates the eddy current resistance generated by the gap between the wing and the aileron and rudder surface, thereby improving the aerodynamic performance of the wing. It is equivalent to opening up a new way of structural configuration of the aircraft.

[0029] The propeller has multiple uses, a new power fusion innovation: the propeller of this design takes into account multiple functions such as lift generated for vertical take-off and landing, horizontal pull or thrust, and traction for flight maneuvers, which improves their utilization rate, reduces the weight of the aircraft itself, and optimizes the thrust-to-weight ratio parameters. It is a completely practical design concept for the integration of power system functions.

[0030] The problem of downwash airflow generating a downward load on the wing or upper area of ​​the fuselage under rotor operating conditions is avoided.

[0031] The take-off load has also been qualitatively improved: by adding auxiliary thrusters and vector tail thrusters, all power resources are fully utilized to increase the take-off weight of the entire aircraft and the payload in the hovering state.

[0032] Operational reliability is greatly improved: the wings, propellers and servo actuators are designed as a standardized whole, so that the assimilation rate of the wing-propeller-rudder integrated wing is very high, the operating performance is highly consistent, and the flight operational stability will be very high.

[0033] High production efficiency: Since the important wing-propeller-rudder integrated wing key components are designed as highly integrated standard parts, they can be assembled and debugged in the branch factory. Therefore, installation on the final assembly line is very convenient and efficient, which greatly shortens the production cycle of the whole machine and significantly reduces production costs.

[0034] Easy inspection and maintenance: Aircraft maintenance is a complex system engineering. Since the wing-propeller-rudder integrated wing is a highly integrated standard part, maintenance and replacement are more convenient, which shortens the aircraft's go-around time and improves the flight rate.

[0035] Significant improvement in flight economy: the integrated wing with propeller and rudder generates lift itself, and its aerodynamic performance is obviously better than that of a multi-rotor aircraft. Fixed wings can also be installed on the aircraft, which increases the range and airborne time under the same conditions.

[0036] Flexible flight missions: A universal mounting interface is set on the fixed wing, and mounting auxiliary thrusters can increase the load capacity, and mounting auxiliary fuel tanks can increase the range; mounting measurement equipment can perform real-time detection missions, etc.

[0037] Enhanced convenience of transportation and storage: Through the foldable design of the wing, propeller and rudder integrated wing and the fixed wing, the aircraft takes up little space during transportation and storage, is easy to deploy and use quickly, has good maneuverability, and greatly enhances its convenience in practical applications.

[0038] Flexible take-off and landing methods: The aircraft can adapt to different airports and platforms by selecting different landing gear, which expands its usage scenarios and application scope and improves its adaptability to different environments.

[0039] Improved flight control accuracy: The flight control system can accurately control the flight pitch angle and power system distribution of the wing-propeller-rudder integrated wing. It has multiple flight control methods that compensate each other to achieve precise control of different flight states of the aircraft, improving flight stability and reliability.

[0040] Safety protection measures are set up: The utility model provides multiple safety guarantees for the aircraft by setting up an over-limit safety protection device, a designed sealed shock-absorbing airbag and an emergency parachute system, which effectively reduces the risk in emergency situations and provides a set of safety measures and new ideas for reducing losses in the development and test flights of new aircraft models and accelerating the scientific research process.

[0041] Diversity of power system options: Propellers and auxiliary propellers can use a variety of power sources, such as electric motors, diesel engines, new energy or hybrid power systems, which increases the selectivity and adaptability of the power system.

[0042] Ease of operation: The wing with propeller and rudder combines the wing, propeller, elevator and rudder in one. All flight control of the aircraft can be completed by controlling its propeller power and the wing pitch angle α, eliminating the need for professional and complex elevators and rudders. Therefore, the structure is simpler and more practical. The design of the flight control method also simplifies the operation process and reduces the difficulty of operation, so that non-professionals can quickly master the use of the aircraft, thereby improving the popularity and ease of use of the aircraft.

[0043] Smoothness of flight state transition: During the transition between rotor and fixed-wing flight states, the lift generated by the wing with propeller and rudder changes continuously and smoothly. By precisely controlling the pitch angle change and propeller power of the wing with propeller and rudder, a smooth transition of flight state is achieved, thereby improving flight comfort and conversion safety.

[0044] Enhanced environmental adaptability: Through mechanisms such as the electronically controlled steering gear and adjustable limiters, the aircraft can adapt to different flight environments and operating requirements. It can take off and land safely as long as there is flat ground, regardless of whether there is an airport runway or a platform. In particular, the wind resistance has been greatly improved, which optimizes the practicality and reliability of the aircraft.

[0045] Space-saving storage and transportation: Since the wings are folded, it is very convenient to fold and unfold, store and transport, saving a lot of space. Especially in the wild without airports or ships without runways, it can also complete take-off and landing and storage, which is very convenient and practical.

[0046] Improve the endurance and practical ceiling as needed: The fixed-wing installation interface will be set up soon. By increasing the size and number of fixed wings as needed, the endurance and practical ceiling can be greatly increased.

[0047] Set up a simple support instead of the landing gear: Set a rudder support on the wing of the wing-propeller-rudder integrated aircraft, which contacts the ground to form a fixed support, forming a simple landing gear, which is very practical in small aircraft, not only convenient for deployment and storage, but also reduces the weight of the aircraft body.

[0048] To sum up, the wing-propeller-rudder integrated aircraft and flight control method of the utility model not only improve the flight performance, but also significantly improve the convenience, economy and safety of the aircraft. It has broad application prospects and market potential, and provides an efficient, flexible, safe and innovative flight solution for the aviation field. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 : A large-scale diagram of the structure of the rudder-wing-propeller integrated aircraft;

[0050] Figure 2 : A large-scale drawing of the folded structure of the rudder-wing-propeller integrated aircraft;

[0051] Figure 3 : Schematic diagram of the fixed-wing folding and radome installation interface;

[0052] Figure 4 : Schematic diagram of fixed-wing installation interface (including electronic control);

[0053] Figure 5 : Schematic diagram of the folding wing interface principle;

[0054] Figure 6 : Large-scale drawing of fixed-wing suspension propeller;

[0055] Figure 7 : Schematic diagram of the layout and automatic opening of the main wing parachute and folding wing anti-sinking airbag;

[0056] Figure 8 : Rudder wing support large-scale drawing (a wing tip integrated flat support, b wing tip integrated folded surface support, c rudder wing inlaid support, d rudder wing inlaid telescopic support)

[0057] Fig. 9 : Schematic diagram of flight control principle of rudder-wing-propeller integrated aircraft (α flight control, b flight state);

[0058] Fig.10 : Principles of Flight Figure 1 (rotor flight state);

[0059] Fig.11 : Principles of Flight Figure 2 (Fixed-wing flight status).

[0060] 1. Airframe; 1-1. Fuselage; 1-2. Nose; 1-3. Tail;

[0061] 2. Wing with propeller and rudder; 2-1-1. Right front rudder wing; 2-1-2. Left front rudder wing; 2-1-3. Left rear rudder wing; 2-1-4. Right rear rudder wing; 2-5. Rudder wing transmission shaft;

[0062] 2-2, thrusters; 2-2-1, right front thruster; 2-2-2, left front thruster; 2-2-3, left rear thruster; 2-2-4, right rear thruster;

[0063] 2-3, propeller; 2-3-1, right front propeller; 2-3-2, left front propeller; 2-3-3, left rear propeller; 2-3-4, right rear propeller;

[0064] 2-4, servo; 2-4-1, right front servo; 2-4-2, left front servo; 2-4-3, left rear servo; 2-4-4, right rear servo;

[0065] 2-5, rudder wing support; 2-5-1, wing tip integrated plane support; 2-5-2, wing tip integrated folding surface support; 2-5-3, rudder wing inlaid support; 2-5-4, rudder wing inlaid telescopic support; 2-5-5, support ground wheel; 2-5-6, shock-absorbing pad; 2-5-7, fixing parts;

[0066] 3. Flight control system; 4. Power system; 5. Power distribution system;

[0067] 6. Fixed wing; 6-1. Main wing; 6-2. Folding wing; 6-3. Folding wing interface; 6-3-1. Inner interface plate; 6-3-2. Outer interface plate; 6-3-3. Interface plate hinge hole; 6-3-4. Anti-drop hinge shaft; 6-3-5. Safety pin; 6-3-6. Interface plate pipeline perforation; 6-3-7. Interface plate structure transition intubation; 6-4. Main wing aileron; 6-5. Folding wing aileron; 6-6. Main wing interface; 6-6 -1, base; 6-6-2, connecting limit tube; 6-6-3, limit nut; 6-6-4, positioning pin; 6-6-5, safety pin; 6-6-6, guide column; 6-6-7, closed space cabin; 6-7, electric steering gear; 6-7-1, driven gear; 6-7-2, driving gear; 6-7-3, motor; 6-7-4, key; 6-6, suspension bracket; 6-9, auxiliary thruster; 6-10, bracket interface;

[0068] 7. Landing gear;

[0069] 8. Tail thruster;

[0070] 9. Radome; 9-1. Radome body; 9-2. Radome bracket;

[0071] 10. Shock-absorbing and anti-sinking airbags; 10-1. Fuselage airbags; 10-2. Wing airbags; 10-3. Landing gear airbags;

[0072] 11. Parachute; 11-1. Main parachute compartment; 11-2. X-axis auxiliary parachute compartment; 11-3. Y-axis auxiliary parachute compartment. DETAILED DESCRIPTION

[0073] The technical solution of the utility model will be clearly and completely described below in conjunction with the drawings in the utility model. In addition, the forms of the various structures recorded in the following embodiments are merely illustrative, and the utility model is not limited to the various structures recorded in the following embodiments. All other implementations obtained by ordinary technicians in this field without making creative work belong to the scope of protection of the utility model.

[0074] Reference Figure 1-Figure 11 In the description of the utility model, a detailed technical solution of a wing-propeller-rudder integrated aircraft and a flight control method thereof is provided. The design points of the utility model are as follows:

[0075] A wing-propeller-rudder integrated aircraft of the utility model is composed of a body 1, a wing-propeller-rudder integrated wing 2, a flight control system 3, a power system 4 and a power distribution system 5. The wing-propeller-rudder integrated wing 2 integrates a rudder wing, a propeller 2-2, a steering gear 2-4 and a rudder wing transmission shaft 2-5. The rudder wing transmission shaft 2-5 is adjusted by the steering gear 2-4 to control the elevation angle α of the wing surface, thereby achieving precise control of the flight attitude. Each wing is equipped with at least one propeller 2-2 and one steering gear 2-4, which can independently adjust the elevation angle and the power of the propeller 2-2 to ensure the flexibility and stability of the flight. The body 1 is symmetrically provided with two or more groups of wing-propeller-rudder integrated wings 2, and the propeller 2-2 of each group of wings has the same specifications and generates opposite torque directions. Through at least two groups of such layouts in front and behind, the consistency of the torque of the diagonal propeller 2-2 is achieved to meet the different requirements of the rotor and fixed-wing 6 flights.

[0076] The flight state of the utility model can be converted: Rotor working state: During vertical take-off and landing and hovering, the servo 2-4 controls the wing surface to an elevation angle of 70° to +110°, and the power system 4 and the power distribution system 5 adjust the power of the propeller 2-2 to generate sufficient lift to overcome gravity. During vertical take-off and landing, the servo 2-4 and the power distribution system 5 are coordinated to ensure that all propellers 2-2 work synchronously to maintain the stability of the aircraft. Fixed-wing working state: When switching to fixed-wing flight, the rudder 2-1 of the wing-propeller-rudder integrated wing 2 also generates lift, the servo 2-4 adjusts the wing surface to -20° to +30°, and the propeller 2-2 provides the main forward traction force to overcome the air resistance of the body during forward movement, and realize operations such as level flight, climbing, diving and gliding.

[0077] The utility model designs a fixed wing 6 interface and folding mechanism: the fixed wing 6 is firmly connected to the fuselage 1 through a complex anti-slip limit turntable group and a guide column 6-6-6 design. At the same time, an electric-controlled steering gear 6-7 is built into the bottom of the turntable group, which is driven by a servo motor 6-7-3, allowing the fixed wing 6 to rotate horizontally for retraction and extension, greatly simplifying the operation and reducing maintenance costs. Wing folding mechanism: Wing folding is achieved by manual or electric control. The former uses the double concentric shafts of the hinge structure to rotate and fold, and the latter is driven by a servo motor 6-7-3 and a worm gear / connecting rod mechanism to facilitate the storage and transportation of the aircraft. Auxiliary propulsion system: A suspension bracket 6-6 is added to the fixed wing 6, equipped with paired and symmetrical auxiliary thrusters 6-9 to enhance takeoff load and maneuverability, while providing additional equipment mounting capabilities, such as auxiliary fuel tanks, batteries, etc. Diversity of power system 4: propeller 2-2 and auxiliary propeller 6-9 can use electric motor, oil engine, new energy or oil-electric hybrid power, propeller 2-3 can be fixed pitch or variable pitch to meet different mission requirements. Safety measures: the body 1, landing gear 7 and other parts are equipped with shock-absorbing and anti-sinking airbags 10 and parachute 11 systems to improve the survivability of the aircraft in emergency situations.

[0078] The following is a detailed description of a specific implementation based on the information provided.

[0079] A wing-propeller-rudder integrated aircraft and a flight control method, comprising a body 1, a wing-propeller-rudder integrated wing 2, a flight control system 3, and a power and power distribution system 5, wherein: the wing-propeller-rudder integrated wing 2 is a controllable component that integrates a rudder wing 2-1, a steering gear 2-4, a propeller 2-2, and a rudder wing transmission shaft 2-5, and the steering gear 2-4 controls the change of the elevation angle α of the entire wing-propeller-rudder integrated wing 2 through the rudder wing transmission shaft 2-5; this design allows the wing to also take into account the function of the rudder surface, so that the aircraft has better maneuverability and reliability; each wing-propeller-rudder integrated wing 2 is provided with at least one propeller 2-2 and one steering gear 2-4; the elevation angle of each wing-propeller-rudder integrated wing 2 and the propeller 2-2 power are both Can be controlled individually; two wing-propeller-rudder integrated wings 2 symmetrically arranged along the left and right sides of the fuselage 1 form a group, and the propellers 2-2 of the two symmetrical wing-propeller-rudder integrated wings 2 have the same specifications and generate torques in opposite directions; at least two groups of wing-propeller-rudder integrated wings 2 are arranged on the front and back of the fuselage 1; the torques generated by the diagonal propellers 2-2 of every two groups of wing-propeller-rudder integrated wings 2 are in the same direction, and this design is a necessary condition for both satisfying the rotor flight state and meeting the flight control of the fixed wing 6; each group of propellers 2-2 is of the same type, any one of a pulling propeller 2-2, a thrust propeller 2-2, and a pulling-push compound propeller 2-2, and this selection is conducive to designing aircraft with different types of mission requirements and optimizing the scheme.

[0080] The wing-propeller-rudder integrated aircraft has multi-rotor flight conditions and fixed-wing flight conditions, and the two conditions can be flexibly converted. Having these two flight modes can solve the problem of taking off and landing under conditions such as airport runways or simple helicopter platforms. It can fly at high speed in the air and hover in the air, which broadens the application scenarios and use value of the aircraft. At the same time, the wing-propeller-rudder integrated wing 2 takes into account the three functions of wing, aileron and rudder wing, and the propeller 2-2 takes into account the functions of vertical take-off and landing to generate lift, horizontal pulling force or thrust, and flight maneuvering traction, which improves their utilization rate, reduces the weight of the body 1 itself, and optimizes the thrust-to-weight ratio parameters. It is a completely innovative functional integration design concept and a re-improved body 1 structural configuration.

[0081] The position setting of the propeller 2-2 of the wing 2 with integrated propeller and rudder makes it possible for the downwash airflow generated under the multi-rotor flight condition to not cause a downward wind load on the upper area of ​​the aircraft body 1. This setting condition is designed specifically for the propeller 2-2 so that it will not reduce the maximum vertical take-off weight under the multi-rotor flight state, which is an important indicator for improving the flight performance of the aircraft. This setting can not only maintain the stability of the airflow around the aircraft, but also improve the wind resistance of the aircraft, especially in the take-off and landing and hovering state, it has very superior aerodynamic stability. However, when the traditional tilt-rotor aircraft takes off and lands vertically, the upper part of the fuselage 1 and part of the fixed wing 6 will block part of the rotor downwash airflow, causing the lift of the whole machine to decrease, and the airflow below the fixed wing 6 is turbulent during the tilting process, especially the fuselage 1-1 moment during the tilting process is difficult to balance, which makes the attitude control of the tilt-rotor aircraft fuselage 1-1 more difficult.

[0082] The wing-propeller-rudder integrated wing 2 is provided with a wing folding mechanism, mainly for the convenience of storage, storage and transportation, and saving space. This wing folding mechanism can also be used for the added fixed wing 6 structure.

[0083] The fuselage 1 is provided with one or more of fixed wings 6, rotatable and retractable fixed wings 6, and foldable fixed wings 6. This design is mainly used to compensate for the lift of the aircraft and maintain flight stability and wind resistance. Under the same conditions, it is beneficial to increase the range and airborne time of the aircraft, and can also increase the service ceiling and improve its comprehensive economic performance.

[0084] A fixed wing 6 interface is arranged between the fixed wing 6 and the top of the body 1, and the fixed wing 6 interface is composed of an anti-slip limit turntable group and a guide column 6-6-6, and the anti-slip limit turntable group is composed of a base 6-6-1, a connecting limit tube 6-6-2, a limit nut 6-6-3, a positioning pin 6-6-4, and a safety pin 6-6-5. An integrally formed sleeve is arranged on the base 6-6-1, and a limit hole cooperating with the positioning pin 6-6-4 is arranged on the sleeve. 1 is provided with a mounting hole and is fixedly connected to the body 1 structure; the upper part of the connecting limit tube 6-6-2 is a polygonal hollow positioning plate of an integral structure, the lower part is provided with a thread, and a safety pin 6-6-5 is provided in the middle of the thread to penetrate the mounting hole, and a limiting hole corresponding to the upper sleeve of the base 6-6-1 is provided in the middle of the connecting limit tube 6-6-2; a limiting hollow disk of an integral structure is provided on the limiting nut 6-6-3, and a safety pin 6-6-5 is provided on the limiting nut 6-6-3 to penetrate the mounting hole; the guide The column 6-6-6 is fixedly connected to the fixed wing 6, and is provided with a space cabin installed in cooperation with the connecting limit tube 6-6-2. A positioning groove is provided at the bottom of the space cabin to match the polygonal hollow positioning plate at the top of the connecting limit tube 6-6-2. A through hole is provided at the lower part of the guide column 6-6-6 to match the base 6-6-1 to install the limit pin. The two ends of the connecting limit tube 6-6-2 are respectively positioned with the base 6-6-1 and the fixed wing 6 space cabin groove, and can be horizontally rotated and anti-detached. A corresponding coaxial positioning hole is provided in the middle of the overlapping area of ​​the connecting limit tube 6-6-2 and the base 6-6-1, and the limit nut 6-6-3 is installed in the threaded area after the connecting limit tube 6-6-2 passes through the base 6-6-1. The fixed wing 6 can be rotated, retracted and deployed horizontally toward the body 1 through the integrated anti-detachment limit turntable group and is limited by the positioning pin 6-6-4. The advantage of this design is to allow the fixed wing 6 to also have a storage function, save storage space, and facilitate transportation.

[0085] The described Unicom limit tube 6-6-2 is provided with an electric control steering gear 6-7 at the bottom, and the electric control steering gear 6-7 is composed of a driven gear 6-7-1, a driving gear 6-7-2, and a servo motor 6-7-3. The driven gear 6-7-1 is installed at the bottom of the Unicom limit tube 6-6-2 through a key 6-7-4, and the driving gear 6-7-2 is connected to the main shaft of the servo motor 6-7-3. The servo motor 6-7-3 is installed on the structure of the fuselage 1. The servo motor 6-7-3 cooperates with the gear set to realize the electric control rotation, retraction and lateral expansion of the fixed wing 6 along the fuselage 1 and limit the position. This design is mainly aimed at using electric control to realize rotation when it is difficult to manually rotate and fold the large fixed wing 6, thereby reducing the labor intensity of ground staff and realizing automatic control.

[0086] The wing folding mechanism is a mechanical folding mechanism or an electrically controlled folding mechanism, wherein the mechanical folding mechanism is a double concentric axis rotating folding wing interface 6-3 of a hinge structure, and the folding wing interface 6-3 is composed of an inner interface plate 6-3-1, an outer interface plate 6-3-2, an anti-detachment hinge shaft 6-3-4, and a safety pin 6-6-5; the inner interface plate 6-3-1 and the outer interface plate 6-3-2 are respectively provided with interface plate hinge holes 6-3-3 used in conjunction with each other, and the anti-detachment hinge shaft 6-3-4 is used to rotate the wing folding mechanism. Assemble the inner interface plate 6-3-1 and the outer interface plate 6-3-2 together, the inner interface plate 6-3-1 is fixedly connected to the fixed wing 6 section structure, the outer interface plate 6-3-2 is fixedly connected to the folding wing 6-2 section structure, the inner interface plate 6-3-1 and the outer interface plate 6-3-2 are both provided with pipeline perforations / interface plate structure transition pipeline intubation, the interface plate hinge hole 6-3-3 is selected according to the folding mode to select one of the vertical or horizontal arrangements, when an anti-drop hinge shaft 6-3-4 is drawn out, the folding wing 6 -2 is rotated and folded with another anti-detachment hinge shaft 6-3-4 as the axis. The two anti-detachment hinge shafts 6-3-4 are designed to realize bidirectional folding respectively, and the folding angle is controlled by setting an adjustable limiter; the electric control folding mechanism is completed by installing a worm gear / connecting rod mechanism in conjunction with a servo motor 6-7-3. For example, a servo motor 6-7-3 is set on the cross-section structure of the fixed wing 6 and drives the worm to engage with the synchronous turbine set on the anti-detachment hinge shaft 6-3-4 to release the other anti-detachment hinge shaft 6-3-4. The folding wing 6-2 is rotated and folded with the existing connection anti-detachment hinge shaft 6-3-4 as the axis under the control of the servo motor 6-7-3. The method of setting the connecting rod mechanism is similar and will not be described again; in order to improve the flight performance and economy of the aircraft, its fixed wing 6 is often designed to be very wide, which makes it inconvenient to enter and exit the hangar, especially for carrier-based aircraft. The use of a folding wing 6-2 is the first choice. This folding method is common to the wing 2 with propeller and rudder integrated and the fixed wing 6.

[0087] The fixed wing 6 is provided with a plurality of suspension brackets 6-6, on which one or more auxiliary thrusters 6-9 are installed; the auxiliary thrusters 6-9 are all installed in pairs and symmetrically, with the same specifications and opposite rotation directions; the suspension brackets 6-6 are installed on the invisible interface or fixed interface of the fixed wing 6; this design is mainly to improve the take-off load of the aircraft and the overload and maneuvering operation performance indicators during the flight process, especially when performing special tasks, it can be achieved with a simple addition, and the invisible interface is used in order to be hidden inside the fixed wing 6 when not installed to reduce flight resistance, and can be pushed into the fixed wing 6 and hidden when no mount is added, and opened and extended when the mount is added; adding invisible interfaces or fixed interfaces to the fixed wing 6 is also convenient for hanging other equipment, such as auxiliary fuel tanks, external power batteries, detection equipment, sampling equipment, etc.

[0088] The power system 4 of the propeller 2-2 and the auxiliary propeller 6-9 is one or more of an electric motor, a diesel engine, new energy, and an oil-electric hybrid power system 4; the pitch of the propeller 2-3 is one or more combinations of fixed-pitch and variable-pitch propellers; these selections are mainly for optimizing the combination of the power system 4 when designing aircraft for different types of missions. In particular, the introduction and application of new energy can improve the power adaptability and environmental protection performance of the aircraft, and open up a direction for the promotion of new technologies.

[0089] The servo 2-4 is arranged inside the fuselage 1, and the servo 2-4 controls the rotation of the wing 2 with propeller and rudder through a worm gear transmission; the servo 2-4 is provided with an over-limit safety protection device, and in the rotor flight state, the rudder wing pitch angle α of the wing 2 with propeller and rudder is controlled between 70° and +110°; in the fixed-wing 6 flight state, the rudder wing pitch angle α of the wing 2 with propeller and rudder is controlled between -20° and +30°, and the mutual conversion α between the rotor and fixed-wing 6 flight states is controlled between +30° and +70°; since the internal structural strength of the fuselage 1 is much greater than the wing structural strength, this design is conducive to selecting high-power servos 2-4 and high-transmission ratio actuators to complete large-load flight tasks, while improving the safety and reliability during flight, which is a very important design concept.

[0090] A tail thruster 8 is arranged at the tail of the fuselage 1. The tail thruster 8 is one of the conventional thrusters 2-2 and the vector thruster 2-2. When the vector thruster 2-2 is deflected at a small angle, the fuselage 1 can also perform pitching, left and right turning, rolling and other actions, which is helpful for the maneuverability of the aircraft and provides an additional means of operation. When it is rotated downward by 90 degrees, it can complete the downward power output in the take-off and hovering states. Its reverse thrust can increase the effective load of the aircraft, and also fully utilizes its power output, thereby improving the power output efficiency.

[0091] Controlled opening protective facilities are arranged at one or more places on the fuselage 1, landing gear 7 and wing, and the protective facilities include sealed shock-absorbing airbags 10 and / or parachutes 11. The sealed shock-absorbing airbags 10 are mainly used for shock absorption during landing on land and anti-sinking of buoys in water. The fuselage airbags 10-1 mainly protect the core components of the fuselage and improve the anti-sinking performance in water. The wing airbags 10-2 reduce the damage to the wings and the wind and wave resistance in water to prevent the fuselage 1 from overturning. The landing gear airbags 10-3 mainly reduce the impact force when the fuselage falls and contacts the ground or water surface; the parachute 11 is mainly used to reduce the falling speed of the aircraft in case of unexpected situations. The main parachute of the parachute 11 is generally arranged in the main parachute compartment 11-1 of the fuselage 1 or the radome main body 9-1 empty compartment of the radome 9. The X-axis auxiliary parachutes are generally symmetrically arranged in the X-axis auxiliary parachute compartments 11-2 of the nose 1-2 and the tail 1-3; the Y-axis auxiliary parachutes are respectively arranged in the Y-axis auxiliary parachute compartments 11-3 symmetrical on both sides of the fixed wing 6;

[0092] An integrated radome 9 is also provided on the fuselage, and the radome body 9-1 is installed above the fuselage 1 or the fixed wing 6 through a radome bracket 9-2 to ensure that the search sector is not blocked;

[0093] The emergency parachute 11 is arranged in one or more places in the inner cabin of the radome 9 or on the wing, and is divided into a main parachute and a balance adjustment auxiliary parachute. The main parachute compartment 11-1 is designed in the middle of the fuselage 1, and the auxiliary parachute compartment 11-2 is symmetrically designed in the fuselage 1 or wing in front and behind or on the left and right sides of the main parachute compartment 11-1. The auxiliary parachute mainly adjusts the front and back and left and right functions of the aircraft to maintain a stable descent during the fall, and prevents local damage to the fuselage 1, wing 2, external equipment, etc. during landing in an unbalanced state. The main parachute compartment 11-1 is designed in the middle of the fuselage 1; adding these functions is mainly to protect the aircraft from falling in special circumstances to reduce the degree of damage to the safety measures, especially for manned aircraft. Flight safety is the top priority of aircraft, and the arrangement of parachutes 11 and airbags is of great significance.

[0094] Depending on the nature of the flight mission, the aircraft's landing gear can be wheeled landing gear, sled landing gear, floats, etc.

[0095] A rudder wing support 2-5 is provided on the rudder wing 2 of the tandem two-group wing-propeller-rudder integrated aircraft. After the rudder wing 2-1 rotates, the support is downward and exceeds the bottom of the fuselage 1, and contacts the ground to form a fixed support, forming a landing gear structure; the rudder wing support 2-5 main body is a rudder wing inlaid support 2-5-3 with an integrated structure or an inlaid structure with the rudder wing 2-1, wherein the rudder wing support 2-5 with the rudder wing 2-1 as a whole contains a wingtip integrated plane support 2-5-1 with a plane L-shaped structure formed at the rudder wing tip or a wingtip integrated folding surface support 2-5-2 with a folding surface L-shaped structure, The rudder wing inlaid support 2-5-3 in the inlaid structure contains a rudder wing inlaid telescopic support 2-5-4 which is set as a retractable hidden structure; the wingtip integrated folding surface support 2-5-2 is usually installed with a supporting ground wheel 2-5-5 at the end to facilitate the aircraft's taxiing and takeoff and landing in fixed-wing conditions, and other rudder wing supports 2-5 The ends are usually installed with shock-absorbing pads 2-5-6; the rudder wing inlaid telescopic support 2-5-4 is expanded and retracted by locking its positioning hole through a fixing piece 2-5-7; the rudder wing support 2-5 is very practical in small aircraft and can save the weight of the landing gear 7 and increase the effective load.

[0096] The flight control method of two sets of tandem wings 2 with propellers and rudders is divided into a rotor working state and a fixed-wing flight state. The flight control of the wing-propeller-rudder integrated aircraft in multi-rotor flight conditions and fixed-wing flight conditions is completed by changing the elevation angle α and the combined control of the propeller power; the elevation angle α and the propeller power of each, each group, or multiple sets of wing-propeller-rudder integrated wings can be controlled individually or synchronously to adapt to different flight control states. For example, in take-off, hovering, flight condition conversion, climbing, diving, etc., each group or multiple groups of synchronous control is beneficial to the manipulation of these special flight controls.

[0097] For the sake of simplicity and clarity, the two sets of wing-propeller-rudder integrated wings 2 are respectively divided into the right front rudder wing 2-1-1; the left front rudder wing 2-1-2; the left rear rudder; the right rear rudder wing 2-1-4; the propellers 2-3 are respectively named the right front propeller 2-3-1; the left front propeller 2-3-2; the left rear propeller 2-3-3; the right rear propeller 2-3-4; among which the right front propeller 2-3-1 and the left rear propeller 2-3-3 both rotate counterclockwise, and the reverse torque is in the clockwise direction, the left front propeller 2-3-2 and the right rear propeller 2-3-4 rotate clockwise, and the reverse torque is in the counterclockwise direction, and the propellers 2-2 are all set as electric motors. The specific steps are as follows:

[0098] S1. Check before system startup: first move the aircraft to the take-off area and unfold all the wing propeller rudder integrated wings 2 and fixed wings 6, insert all anti-dropping safety pins 6-6-5, connect all pipelines and close the insurance card, check whether the electrical and mechanical parts of the wing propeller rudder integrated aircraft are intact, the pipeline connections are unobstructed, the power supply and control system are intact, turn on the power-on safety switch, the operator evacuates to a safe area, power on to restore each system to the initial state, the two sets of wing propeller rudder integrated wings 2 wing surface pitch angles are restored to a unified initial reference zero position state (if not at zero position, they should be fine-tuned to zero position), and then press the reset wing button (at this time, the flight control automatically memorizes the wing reference zero position as the control reference surface for the entire flight process); check through the flight control remote control servos 2-4 that the two sets of wing propeller rudder integrated wings 2 wing surface pitch angles α are flexible and operate between -20° and +110°, and the over-limit position is accurate;

[0099] Rotor working state: refers to the flight control completed by controlling the wing surface pitch angle α of the wing-propeller-rudder integrated wing 2 between 70° and +110° through the steering gear 2-4 and the power distribution system 5 changing the power output of each propeller 2-2 to produce changes in the force in different directions of the aircraft. In this flight state, the lift generated by the propeller 2-2 is mainly to overcome the gravity of the aircraft;

[0100] S2. Vertical take-off and landing and hovering:

[0101] ① Startup reset: The flight control system 3 drives the two sets of wing-propeller-rudder integrated wing 2 through the servos 2-4 to make the wing surfaces in a vertical state, with an elevation angle α≈90 degrees (this state can be achieved in one step by setting a special button 6-7-4), and the propeller 2-2 propeller discs are in a vertical upward state (if it is a torque-variable propeller 2-2, the total propeller torque is reduced to the vertical take-off and landing start state);

[0102] ② Start: The flight control system 3 supplies a small current to the motors 6-7-3 of each propeller 2-2 of the rudder wing 2 through the power distribution system 5, and ensures that each group of propellers 2-2 has the same speed and rotates in opposite directions;

[0103] ③Vertical take-off: Preheat for two minutes to observe the stable operation and then increase the output power synchronously (if it is a variable torque propeller 2-2, the total propeller torque must also be increased to the vertical take-off state synchronously). When the total lift generated by all propellers 2-2 is greater than the take-off weight of the aircraft, it is in the vertical take-off lifting state;

[0104] ④ Hovering: After taking off to a certain height, the output power of each thruster 2-2 is reduced synchronously (if it is a variable torque thruster 2-2, the total propeller torque needs to be reduced to the hovering state synchronously). When the total lift generated by all thrusters 2-2 is equal to the take-off weight of the aircraft, it is in the hovering state;

[0105] ⑤ Descending: synchronously reduce the output power (if it is a variable torque propeller 2-2, the total propeller torque needs to be reduced to the descending state synchronously). When the total lift generated by all propellers 2-2 is less than the current weight of the aircraft, it is in a vertical descending state;

[0106] ⑥ Forward and backward movement: After taking off from a certain height, the aircraft realizes forward and backward translation by changing the wing surface pitch angle α of the two sets of wing-propeller-rudder integrated wing 2 through synchronous control of the flight control servo 2-4. When the wing surface pitch angle α of any set of left and right wing-propeller-rudder integrated wing 2 is synchronously reduced from a vertical 90° to 70°, the propeller 2-2 generates a component force in the horizontal direction toward the nose 1-2, and the aircraft moves forward; conversely, when the wing surface pitch angle α of any set of left and right wing-propeller-rudder integrated wing 2 is synchronously increased from a vertical 90° to 110°, the propeller 2-2 generates a component force in the horizontal direction toward the tail 1-3, and the aircraft moves backward;

[0107] ⑦ Left and right rolling and movement: After taking off to a certain height, the output power of the propeller 2-2 on one side of the fuselage 1 is increased and the output power of the propeller 2-2 on the other side is reduced, then the fuselage 1 rolls along the X-axis toward the side where the power is reduced and moves sideways in the direction where the power is reduced; for example, if the power of the right front propeller 2-3-1 and the right rear propeller 2-3-4 propeller 2-2 is increased, and the power of the left front propeller 2-3-2 and the left rear propeller 2-3-3 propeller 2-2 is reduced, a left roll occurs, and all propellers 2-2 generate a pulling force component to the left, pulling the fuselage 1 to move to the left, otherwise it moves to the right;

[0108] ⑧ Left and right steering: After taking off at a certain height, the flight control system of the aircraft changes the imbalance of its anti-torque by synchronously controlling the power changes on a pair of diagonals, so that the body 1 rotates around the Z axis, that is, turning left and right; if the speed of the right front propeller 2-3-1 and the left rear propeller 2-3-3 is increased, the clockwise anti-torque generated will be greater than the counterclockwise anti-torque of the left front propeller 2-3-2 and the right rear propeller 2-3-4, then the body 1 will turn right, otherwise it will turn left;

[0109] Fixed-wing working state: refers to the flight control completed by controlling the wing surface pitch angle α of the wing-propeller-rudder integrated wing 2 between -20° and +30° through the steering gear 2-4 and the power distribution system 5 changing the power output of each propeller 2-2 to produce changes in the force in different directions of the aircraft. In this flight state, the power generated by the propeller 2-2 is mainly to pull the aircraft forward to overcome air resistance;

[0110] ⑨ Converting from the rotor working state to the fixed-wing working state: When the rotor working state is in the forward moving flight, the wing surface pitch angle α of the two front and rear groups of the wing-propeller-rudder integrated wing 2 is synchronously reduced from the vertical 90° to 70° and the power of each propeller 2-2 is increased to accelerate the forward flight speed. At the same time, the wing surface pitch angle α of the wing-propeller-rudder integrated wing 2 is continuously changed from 70° to 0° synchronously, and the propeller 2-2 generates a larger component force in the direction of the nose 1-2, and the aircraft accelerates forward movement. When the lift generated by the wing-propeller-rudder integrated wing 2 is equal to the gravity of the body 1, the aircraft is in a level flight state, thereby completing the conversion from the rotor working state to the fixed-wing working state;

[0111] ⑩Level flight, climb, dive and descent in fixed-wing working state:

[0112] Level flight: When the lift generated by the wing-propeller-rudder integrated wing 2 is equal to the gravity of the body 1 in the fixed-wing working state, the aircraft is in level flight;

[0113] Climbing: When the wing surface pitch angle α of the left and right pair of wing-propeller-rudder integrated wings 2 is changed synchronously from 0° to 30°, the lower part of the wing surface of the wing-propeller-rudder integrated wing 2 is lifted by the resistance of the airflow, causing the body 1 to rotate backward around the Y axis. After the nose 1-2 is lifted, it is in the climbing process.

[0114] Dive: When the wing surface pitch angle α of the left and right pair of wing-propeller-rudder integrated wings 2 is changed synchronously from 0° to -20°, the upper part of the wing surface of the wing-propeller-rudder integrated wing 2 is pressed down by the resistance of the airflow, causing the body 1 to rotate forward around the Y axis, and the nose 1-2 is in the dive process after it moves downward;

[0115] Gliding: While maintaining the level flight state, the power of each propeller 2-2 is reduced synchronously to reduce the level flight speed. When the lift generated by the wing-propeller-rudder integrated wing 2 is less than the gravity of the body 1, the aircraft is in the gliding state;

[0116] ⑪ Left and right steering in fixed-wing working state: The imbalance caused by changing the power change of the propellers 2-2 on the left and right sides of the body 1 makes the body 1 turn in the direction of greater pulling power. For example, the power of the right front propeller 2-3-1 or the right rear propeller 2-3-4 propeller 2-2 on the right side is increased, and the power of the left front propeller 2-3-2 or the left rear propeller 2-3-3 propeller 2-2 is reduced, then a torque to the left around the Z axis is generated, and the aircraft turns to the right, and vice versa. When the propeller is thrust, its action direction is opposite;

[0117] ⑫ Roll and sideslip of the fixed wing 6 in working state: by differentially changing the wing surface pitch angle α of a pair of wing-propeller-rudder integrated wings 2 on the left and right sides of the fuselage 1, a torque of rotation about the X-axis is generated, so that the fuselage 1 rolls left and right and deviates to one side of the roll. For example, if the wing surface pitch angle α of the right wing-propeller-rudder integrated wing 2 is increased and the wing surface pitch angle α of the left wing-propeller-rudder integrated wing 2 is simultaneously decreased, a left roll is generated and a side slip is generated to the left. Otherwise, a right roll is generated and the fuselage 1 slides to the right synchronously.

[0118] Convert from the fixed-wing 6 working state to the rotor working state: in the fixed-wing 6 level flight working state, by synchronously changing the wing surface pitch angle α of the wing-propeller-rudder integrated wing 2 from 0° to between 70° and +110°, while increasing the power of each propeller 2-2, so that the lift generated by the propeller 2-2 is not less than the gravity of the aircraft. The conversion is considered successful after all flight indicators are stable.

[0119] The utility model relates to a wing-propeller-rudder integrated aircraft and a flight control method thereof, aiming to provide a high-performance aircraft capable of realizing multi-mode flight such as vertical take-off and landing, low-speed flight, hovering in the air, and high-speed level flight. The wing-propeller-rudder integrated aircraft of the utility model not only improves the stability and economy of flight conversion, but also significantly enhances the versatility of the aircraft and expands its application scenarios, including but not limited to military reconnaissance, logistics transportation, emergency rescue and other fields. Its unique structural design and flight control method realize the efficient conversion of flight modes, improve the controllability and safety of the aircraft, and has extremely high practical value and market potential.

[0120] 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 in the protection scope of the present invention.

Claims

1. A wing-propeller-rudder integrated aircraft, characterized in that: It includes an airframe, a wing with propellers and rudders, a flight control system, a power system and a power distribution system, among which: The wing-propeller-rudder integrated wing is a controllable component that integrates the rudder wing, propeller, steering gear and rudder wing transmission shaft. The steering gear controls the change of the pitch angle α of the entire wing-propeller-rudder integrated wing through the rudder wing transmission shaft. At least one propeller and one steering gear are arranged on each wing-propeller-rudder integrated wing; Two wings with propellers and rudders that are symmetrically arranged along the left and right sides of the fuselage form a group. The propellers of the two wings with propellers and rudders that are symmetrically arranged along the left and right sides of the fuselage have the same specifications and generate torques in opposite directions. At least two sets of wings with integrated wing propellers and rudders are arranged on the front and rear of the fuselage; the torque direction generated by the propellers on the diagonal lines of each two sets of wings with integrated wing propellers and rudders is consistent; the type of each set of propellers is the same, which is any one of a pulling propeller, a thrust propeller, and a pulling-pushing composite propeller; The wing-propeller-rudder integrated aircraft has multi-rotor flight conditions and fixed-wing flight conditions that can be converted to each other; The position setting of the propeller of the wing-propeller-rudder integrated wing makes the propeller disk of the aircraft lower than the upper surface of the aircraft body under multi-rotor flight conditions, and the downwash airflow of the propeller does not constitute a downward wind load on the upper area of ​​the aircraft body.

2. The wing-propeller-rudder integrated aircraft according to claim 1, characterized in that: The fuselage is provided with one or more of fixed wings, rotatable retractable fixed wings, and foldable fixed wings; wherein the rotatable retractable fixed wings are provided with an electrically controlled steering gear; the fixed-wing interface is composed of an anti-slip limit turntable group and a guide column, the anti-slip limit turntable group is composed of a base, a connecting limit tube, a limit nut, a positioning pin, and a safety pin; an integrally formed sleeve is provided on the base, a limiting hole matching the positioning pin is provided on the sleeve, and a mounting hole is provided on the base and is fixedly connected to the fuselage structure; the upper part of the connecting limit tube is a polygonal hollow positioning plate of an integral structure, a thread is provided at the lower part, a through mounting hole matching the safety pin is provided in the middle of the thread, and a limiting hole corresponding to the sleeve on the base is provided in the middle of the connecting limit tube; a limiting hollow disk of an integral structure is provided on the limit nut, and a through mounting hole matching the safety pin is provided on the limit nut; the guide column is fixedly connected to the fixed wing, and a space cabin matched with the connecting limit tube is provided inside, and a space cabin matched with the connecting limit tube is provided at the bottom of the space cabin The polygonal hollow positioning plate at the top of the tube is provided with a positioning groove, and the lower part of the guide column is provided with a through hole for installing a limit pin in conjunction with the base. The two ends of the connected limit tube are respectively positioned with the base and the fixed-wing space cabin grooves, and can be horizontally rotated and anti-detached. A corresponding coaxial positioning hole is provided in the middle of the overlapping area of ​​the connected limit tube and the base, and the limit nut is installed in the threaded area after the connected limit tube passes through the base. The fixed wing is rotated, retracted, and deployed horizontally along the body through the one-piece anti-detachment limit turntable group and is limited by the positioning pin; the rotatable and retractable fixed-wing electric-controlled steering gear is arranged in the body at the bottom of the connected limit tube, and the electric-controlled steering gear is composed of a driven gear, a driving gear, and a servo motor. The driven gear is installed at the bottom of the connected limit tube through a key, and the driving gear is connected to the main shaft of the servo motor. The servo motor is installed on the body structure, and the servo motor cooperates with the gear group to realize the electric control rotation, retraction, deployment, and lateral deployment of the fixed wing along the body and limit it.

3. The wing-propeller-rudder integrated aircraft according to claim 1, characterized in that: The wing-propeller-rudder integrated wing is provided with a wing folding mechanism, and the wing folding mechanism is used in combination with a mechanical folding mechanism and an electrically controlled folding mechanism; wherein the mechanical folding mechanism comprises a double concentric axis rotating folding wing interface of a hinge structure, and the folding wing interface is composed of an inner interface plate, an outer interface plate, an anti-detachment hinge shaft, and a safety pin; interface plate hinge holes that cooperate with each other are respectively arranged on the inner interface plate and the outer interface plate, and the inner interface plate and the outer interface plate are assembled together through the anti-detachment hinge shaft, the inner interface plate is fixedly connected to the fixed wing section structure, and the outer interface plate is fixedly connected to the folding wing section structure, and the inner interface plate and the outer interface plate are both provided with pipeline through-holes and / or interface plate structure transition pipeline intubations, and the interface plate hinge holes are arranged up and down or horizontally according to the folding method, and when one anti-detachment hinge shaft is withdrawn, the folding wing is rotated and folded with the other anti-detachment hinge shaft as the axis, and the two anti-detachment hinge shafts can realize bidirectional folding; the electrically controlled folding mechanism is completed by installing a worm gear or a connecting rod mechanism in conjunction with a servo motor.

4. The wing-propeller-rudder integrated aircraft according to claim 2, characterized in that: The fixed wing is provided with a plurality of detachable suspension brackets, on which one or more sets of auxiliary thrusters are installed; the auxiliary thrusters are all installed in pairs and symmetrically, with the same specifications and opposite directions of torque generated; the suspension brackets are installed on the invisible interface or fixed interface of the fixed wing.

5. The wing-propeller-rudder integrated aircraft according to claim 4, characterized in that: The power system of the propeller and the auxiliary propeller is one or more of an electric motor, an oil engine, a new energy source, and an oil-electric hybrid power system; the propeller adopts a fixed pitch propeller or a variable pitch propeller.

6. The wing-propeller-rudder integrated aircraft according to claim 1, characterized in that: The steering gear is arranged inside the fuselage, and the steering gear controls the rotation of the wing of the propeller-rudder integrated machine through a worm gear transmission; the steering gear is provided with an over-limit safety protection device, and in the rotor flight state, the rudder wing pitch angle α of the wing of the propeller-rudder integrated machine is controlled between 70° and +110°; in the fixed-wing flight state, the rudder wing pitch angle α of the wing of the propeller-rudder integrated machine is controlled between -20° and +30°, and the mutual conversion α between the rotor and fixed-wing flight states is controlled between +30° and +70°.

7. The wing-propeller-rudder integrated aircraft according to claim 1, characterized in that: A tail thruster is also provided at the tail of the aircraft. The tail thruster is a conventional thruster or a vector thruster. When the vector thruster is deflected 90 degrees downward, it does not interfere with the fuselage.

8. The wing-propeller-rudder integrated aircraft according to claim 1, characterized in that: Controlled opening sealed shock-absorbing airbags and / or parachutes are arranged at one or more places on the fuselage, landing gear and wings. The sealed shock-absorbing airbags are mainly used for shock absorption when the fuselage lands and for anti-sinking of the buoy in water. The parachute is divided into a main parachute and a balance adjustment auxiliary parachute. The main parachute compartment is arranged in the middle of the fuselage, and the auxiliary parachute compartments are symmetrically arranged in the fuselage and / or the left and right wings before and after the main parachute compartment.

9. The wing-propeller-rudder integrated aircraft according to claim 1, characterized in that: A rudder support is arranged on the rudder of a wing-propeller-rudder integrated aircraft. After the rudder rotates, the support is downward and exceeds the bottom of the fuselage, and contacts the ground to form a fixed support, forming a landing gear structure. The rudder support body is an integrated structure with the rudder or an inlaid structure, wherein the rudder support integrated with the rudder contains a flat L-shaped structure or a folded L-shaped structure at the wing tip of the rudder, and the inlaid structure contains a hidden structure that is configured to be retractable.

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