1. A structural principle of enabling an aircraft to resist strong wind is characterized in that in an energy-saving mode, a lower pendulum rotates towards a wing (6) to generate a lifting force towards the lateral upper side, at the moment, a traditional flight mode that pendulum adjustment is not needed to be performed by a pendulum control part (2, 3) can be adopted, and an energy-saving wind-resistant flight mode that pendulum adjustment and upper pendulum adjustment form coordinated work by the pendulum control part of the pendulum wing and an upper pendulum wing (5) can be adopted.

2. In the mode of reaction force, the lower pendulum rotates towards the wing (6) to generate downward force towards the side and the lower part, and simultaneously the rotating speed of the upper pendulum towards the wing (5) is increased, at the moment, the rotating speed of the whole rotary wing can be increased without limitation, two ends of the fuselage in the vertical direction form an upward strong pulling force and a downward strong pulling force (reaction force), and the fuselage is not easy to deflect in strong wind under the action of a lever principle.

3. Under the reaction force mode, the traditional flight mode that the swinging wing control parts (2 and 3) do not need to participate in swinging adjustment can be adopted, the flight mode that the swinging wing control parts (2 and 3) are swung to adjust can also be adopted, the translation, the steering and the like of the aircraft body are controlled by the included angle formed by swinging the upper and the lower wings (2 and 3) to swing, the powerful sharp adjusting effect generated by the high rotating speed of the rotating wings can be achieved, the extremely fast adjustment can be randomly carried out on the change of the wind direction, the flight attitude of the aircraft can be better controlled, and the power and the energy-saving mode in the aircraft 1 can be switched mutually in flight.

4. A yaw-rate wing control (2, 3) as claimed in claims 1 and 3, characterized in that: the microcomputer controls the cylinder, hydraulic cylinder, electric cylinder or motor-controlled linkage mechanism according to the flight data read by the sensor, and indirectly pushes the wings through the bearing, steering knuckle, universal joint and the like, so that the wings swing in different directions.

5. Each of the swinging wings (5, 6) can use an independent swinging wing control part, and a plurality of swinging wings of the fuselage can share one swinging wing control part by means of the linkage arrangement of the internal space of the fuselage, so that the internal operation control of the aircraft is more facilitated to be simplified.

6. The pressure pump positioned in the main control part (1) of the engine room is connected with the electromagnetic pressure reversing valve through a pipeline to realize the extension and contraction of the control rod of the air cylinder and the hydraulic cylinder, and the microcomputer controls the locking and pressure reversing of the electromagnetic pressure reversing valve to realize the swing control of the wings.

7. Under the energy-saving mode or the reaction force mode, the air cylinder (20) is connected with the mechanism to horizontally push the wing linkage frame (30), the translation of the fuselage is realized through the anti-twisting action of the bearing (31) and the multiple swinging wings of the fuselage are indirectly pushed through the a-angle steering knuckle (7) (shown in figure 7), the air cylinder (26) is connected with the mechanism to horizontally push the wing linkage frame (30) to realize the steering of the fuselage, the air cylinder (26) is connected with the mechanism to horizontally move along with the wing linkage frame (30) during the translation operation, and the air cylinder can be replaced by a hydraulic cylinder, an electric cylinder or a motor-controlled linkage mechanism and the like.

8. And manned driving or remote control is realized on the basis of the automatic control of the aircraft.

9. The rotors of an aircraft may be driven in rotation by an electric motor or a fuel engine.

Background

The existing rotary wing aircraft needs to tilt the aircraft body to perform flight translation, realizes the steering of the aircraft body by means of the rotating speed difference relative to the wings, has great influence on the agility and the controllability, is greatly influenced by the wind speed condition, and has serious influence on the smooth completion of a flight task and the potential safety hazard when the aircraft body swings indefinitely or rotates repeatedly in the air and the like particularly during flight operation in strong wind weather.

With the development of electronic technology and artificial intelligence, the development of more advanced rotary wing aircrafts resisting complex environments becomes possible.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: the strong wind resistance of the rotary wing aircraft and the like. The solution of the invention for solving the technical problem is as follows: a multi-layer swinging rotary wing reaction force aircraft is designed.

The fuselage structure comprises a cabin main control part, an upper layer wing swinging control part, a lower layer wing swinging control part, an upper layer wing and a lower layer wing.

The aircraft can be a structure with two layers of wings (or more than two layers), so that a wind resisting structure is formed by utilizing the lever principle. And the flight attitude of the aircraft in strong wind is maintained by using the descending force generated by the rotation of the lower layer wings.

Because the aircraft utilizes the falling force of the rotary wing, the rotating speed of the wing greatly exceeds the rotating speed of the wing of the traditional rotor aircraft, and the aircraft has stronger and agile posture adjusting capability in strong wind.

The aircraft structure based on the principle is not affected by the number of the control wings, and various appearance forms of upper and lower wing layouts can be developed.

The aircraft utilizes the control layout of the swinging wings, is different from the traditional aircraft, can fly by a fuselage without inclining during flying, can realize rotation and steering in flying without depending on the revolution difference of relative wings, and can better cope with strong wind weather.

In order to more reasonably utilize energy, the aircraft adopts an energy-saving mode and a reaction force mode, and the two modes can be mutually switched in flight.

The automatic control of the fuselage and the description of the control part of the swinging wing are that a microcomputer positioned in the main control part of the cabin controls a cylinder, a hydraulic cylinder, an electric cylinder or a connecting mechanism controlled by a motor and the like according to various flight data read by a sensor (a flight gyroscope, a level meter, a satellite positioning module, a limiter and the like), and indirectly pushes the wing in a connecting way by matching with a bearing, a steering joint, a universal joint and the like, so that the wing swings in different directions and the automatic adjustment of the flight attitude is realized.

Each of the swinging wings 5 and 6 can use an independent swinging wing control part 2 and 3 (similar structures as shown in fig. 1-3), and can also use a set of swinging wing control parts (similar structures as shown in fig. 4-6) shared by a plurality of swinging wings 5 and 6 of the fuselage by means of the joint arrangement of the internal space of the fuselage, which is more beneficial to simplifying the internal operation control of the aircraft.

The pressure pump positioned in the main control part 1 of the engine room is connected with the electromagnetic pressure reversing valve through a pipeline to realize the extension and contraction of the control rod of the air cylinder and the hydraulic cylinder, and the microcomputer controls the locking and pressure reversing of the electromagnetic pressure reversing valve to realize the swing control of the wings.

Drawings

FIGS. 1, 2, and 3 are schematic views of an aircraft with independent flapwise wing controls according to the present invention;

FIGS. 4, 5, and 6 are schematic views of an aircraft sharing a yaw control portion according to the present invention;

FIG. 7 is a schematic view of a preferred embodiment of an aircraft interior independently swinging to wing controls;

FIGS. 8 and 9 are schematic views (side view + top view) of a preferred example of an aircraft interior sharing yaw wing controls;

FIG. 10 is a force diagram (side view + top view) of the fuselage translation in the economized mode or the reaction force mode;

fig. 11 is a force diagram (side view + top view) of fuselage autorotation and in-flight steering in the energy savings mode or the reaction force mode.

Arrows in fig. 10 and 11 indicate the directions of resultant forces of the gravity forces of the upper swing wing, the lower swing wing and the body, 56 is a resultant force formed in the energy saving mode, 57 is a resultant force formed in the reaction force mode, and the directions of the wing swings in the figures are changed corresponding to the directions of the resultant force arrows.

Detailed Description

As shown in fig. 1-6 (similar multi-layer rotor structure principle):

the structure comprises (1) a cabin main control part, (2) an upper swing direction wing control part, (3) a lower swing direction wing control part, (5) an upper swing direction wing and (6) a lower swing direction wing.

In the energy-saving mode, the lower swing rotates towards the wing 6 to generate a lifting force towards the lateral upper side, at the moment, a traditional flight mode that the swing direction control parts 2 and 3 do not need to participate in swing direction adjustment can be adopted, and an energy-saving wind-resistant flight mode that the swing direction adjustment and the upper swing direction wing 5 form coordinated work by means of the swing direction control parts 2 and 3 can also be adopted.

In the mode of reaction force, the lower pendulum rotates towards the wing 6 to generate downward force towards the side and the lower part, and simultaneously the rotating speed of the upper pendulum towards the wing 5 is increased, at the moment, the rotating speed of the whole rotary wing can be increased without limitation, two ends of the fuselage in the vertical direction can form an upward strong pulling force and a downward strong pulling force (reaction force), and the fuselage is not easy to deflect in strong wind due to the lever principle.

Under the mode of reaction force, the upper and lower swinging wings 5 and 6 work in a coordinated manner through swinging and generate a strong quick adjusting effect by the high rotating speed of the rotating wings, and the change of the wind direction is adjusted at a high speed at random, so that the aircraft can maintain the flying attitude better in strong wind.

The energy saving mode and the reaction force mode can be switched mutually before taking off or in flight.

In the reaction force mode, a traditional flight mode that the swinging wing control parts 2 and 3 do not need to participate in swinging adjustment can be adopted, and a flight mode that the translation, the steering and the like of the fuselage are controlled by the combination of an included angle formed by swinging the upper and lower swinging wings 5 and 6 depending on the swinging adjustment of the swinging wing control parts can also be adopted.

Preferred examples of aircraft interior structures:

one preferred example of an aircraft interior that swings independently to the wing controls (see fig. 7):

(7) a angle steering knuckle, (8) universal joint, (9) motor or fuel engine, (10) air cylinder, (11) universal joint, (12) main shaft bearing, (13) control rod, (14) diffuse reflection disc, (15) diffuse reflection sensor, (36) air pressure pump, (37) electromagnetic directional air pressure valve, (38) microcomputer, (51) air pressure pipeline, and (55) control circuit.

An independent pendulum wing is provided with two cylinders for pushing the wing, and the independent pendulum wing pushes the wing in the x direction and the y direction respectively (figure 7). When the swing wing needs to swing in the X direction, the microcomputer 38 integrates modules such as a gyroscope, an altimeter, a level meter, a satellite positioning module and the like and a flight control program to directly control the locking and air pressure reversing of the electromagnetic reversing air pressure valve 37, the control rod 13 of the air pressure cylinder 10 is stretched through the air pressure pipeline 51, the angle a steering knuckle 7 and the main shaft bearing 12 are connected, and the connection swing control of the upper wing is realized by matching with the random swing of the universal joints 8 and 11. The same principle applies when a y-swing is required.

When the aircraft fuselage has a plurality of independent swinging wing control parts, when the translation in a fuselage energy-saving mode or a reaction force mode needs to be realized (as shown in figure 10), and when the control on the in-situ rotation or the flying direction in the aircraft fuselage energy-saving mode or the reaction force mode needs to be realized (as shown in figure 11).

The diffuse reflection sensors 15 (figure 7) are connected with the microcomputer 38 through leads, when the diffuse reflection disc 14 approaches one diffuse reflection sensor 15, the microcomputer 38 receives the trigger signal and controls the reflection disc 14 not to approach the diffuse reflection sensor 15; when the reflective disc 14 is far away from another diffuse reflection sensor, the microcomputer 38 receives the trigger signal and controls the reflective disc 14 not to be far away from another diffuse reflection sensor, so that the swinging range of the swinging wing is controlled.

Due to the structural characteristics, the error generated by the pushing of any one cylinder is adjusted by the other cylinder according to the preset correction program of the microcomputer 38 and the real-time flight attitude data.

Second, the preferred example of the aircraft interior sharing the swing wing control part (as shown in fig. 8 and 9):

b angle knuckle, (20) air cylinder, (21) control rod, (22) universal joint, (23) steering bearing, (25) steering support, (26) air cylinder, (27) universal joint, (28) universal joint, (29) control rod, (30) wing linking frame, (31) bearing, and (32) diffuse reflection sensor thank you.

The steering support 25 is fixedly connected to the outer ring of the steering bearing 23, and the wing linking frame 30 is fixedly connected to the inner ring of the steering bearing 23 through a circular shaft. The wing linking frame 30 is connected with the outer ring of the bearing 31 (fig. 9), the angle a knuckle is connected with the inner ring of the bearing 31 through a circle, and the bearing 31 enables the angle a knuckle 7 (fig. 9) to rotate relative to the wing linking frame 30.

When the aircraft which shares the swing direction wing control part translates, the linkage mechanism of the two groups of cylinders in the x direction and the y direction is relied on (figure 9). When the x-direction fuselage translation in the fuselage energy-saving mode or the reaction force mode needs to be realized, the microcomputer 38 integrates modules such as a gyroscope, an altimeter, a level meter, a satellite positioning module and the like and a flight control program to directly control the locking and air pressure reversing of the electromagnetic reversing air pressure valve 37, the control rod 21 of the air pressure cylinder 20 is stretched through an air pressure pipeline 51, the b-angle steering knuckle 19 and the steering bearing 23 are connected, the wing linkage frame 30 pushes the fuselage horizontally to swing a plurality of connected swinging wings by matching with the random swinging of the universal joint 22 and the twisting prevention function of the bearing 31 (figure 9), so that the wings form a certain angle swinging direction, and at the moment, the other layer in the multilayer wing structure also performs the operation with the same structure, and the x-direction fuselage translation (like figure 10) can be realized. The principle is the same when the y-direction translation of the machine body is needed.

When the aircraft sharing the swing wing control part turns, the aircraft depends on a connecting mechanism with a group of cylinders. When the steering of the fuselage in the energy-saving mode or the reaction force mode needs to be realized, the control rod 29 of the air cylinder 26 (in fig. 8) is extended or shortened, the wing linkage frame 30 twists and pushes a plurality of successive swinging wings of the fuselage, and at the moment, the other layer in the multilayer wing structure also performs the operation of the same structure, so that the steering of the fuselage can be realized (as shown in fig. 11).

When the translation and the rotation in the energy-saving mode are realized, the directions of the horizontal pushing and the twisting pushing of the wing linkage frames 30 in different layers are opposite. When the translation and the rotation in the reaction force mode are realized, the directions of the wing linking frames 30 in different layers during the translation and the torsion are the same. During the translation operation, the cylinder 26 and the belt mechanism translate along with the wing-linkage frame 30.

In a preferred example of an aircraft interior structure: the wing linking frame 30 connects the wings to swing together to work, replaces the position and function of the control rod 13 (figure 7), and is connected with the angle a steering knuckle 7 (figure 7) through the anti-twisting effect of the bearing 31 (figure 9).

When the tail end of the wing linkage frame 30 is close to one of the diffuse reflection sensors 31 (shown in figure 9), the microcomputer receives the trigger signal and controls the tail end of the wing linkage frame 30 to be no longer close to the diffuse reflection sensor 31 (shown in figure 9) so as to control the swinging range of the swinging wing. (the function of the diffuse reflection sensor 31 may be replaced by a mechanical limit switch).

The basic control sequence of the flight procedure is to control the balance of the fuselage and realize the translation in all directions, and simultaneously keep the fuselage from rotating and reversing, so that the wing linkage frame 30 is in a non-twisting state. When rotation and reversing are needed, the translation speed of the machine body is reduced, the diffuse reflection sensor 31 is in a non-triggering state, rotation and reversing are achieved, and operation occupation caused by the fact that the same part of the wing linkage frame 30 is operated by the cylinder at the same time is avoided.

The microcomputer 38 can control the swing amplitude of the wing by controlling the opening and closing time of the air pressure reversing valve, and can adjust the operation error according to the flight attitude data.

In the above preferred examples, the air cylinder can be replaced by a hydraulic cylinder, an electric cylinder, or an electric motor-controlled linkage mechanism. The cylinder is characterized by rapid operation response, and the electric cylinder is characterized by high extension precision and small error.

Manned driving or remote control are realized on the basis of the automatic control of the aircraft.

The flying height of the aircraft can be increased and decreased by the rotating speed difference between the upper swing wing and the lower swing wing, or the control of the flying height can be completed by the swinging of the wings under the condition that the rotating speed of the wings is not changed, and the rotor wing can be driven to rotate by a motor or a fuel engine.