CN219192548U

CN219192548U - V-tail single-push electric vertical take-off and landing composite wing aircraft

Info

Publication number: CN219192548U
Application number: CN202223387165.8U
Authority: CN
Inventors: 王继明; 姚远; 杨万里; 党铁红; 董明
Original assignee: Shanghai Volant Aerotech Ltd
Current assignee: Shanghai Volant Aerotech Ltd
Priority date: 2022-12-16
Filing date: 2022-12-16
Publication date: 2023-06-16
Anticipated expiration: 2032-12-16

Abstract

The utility model discloses a V-tail single-push electric vertical take-off and landing composite wing aircraft, which comprises a fuselage, wherein wings are arranged on two sides of the fuselage, motor arms are arranged on the wings, winglets are arranged at the ends of the wings, lift paddles are arranged on the motor arms, a single V-tail and a thrust paddle are arranged at the tail part of the fuselage, the thrust paddle is positioned at the rear end of the single V-tail, and a tail push fairing is arranged at the rear end of the thrust paddle. The aircraft has the advantages of both a helicopter and a fixed-wing aircraft, and has better terrain adaptability and cruising performance. The aircraft can take off and land vertically without a runway, can adapt to complex urban traffic environment, and has strong safety and adaptability; the aircraft is easy to operate, mode conversion between the lift paddles and the fixed wings can be operated through cooperation of the lift paddles and the thrust paddles, operation under the two modes is easy to convert, and operation efficiency is high. In the fixed wing mode, attitude control is performed by controlling the aileron and the V tail rudder deflection angle.

Description

V-tail single-push electric vertical take-off and landing composite wing aircraft

Technical Field

The utility model relates to the technical field of aviation, in particular to a V-tail single-push electric vertical take-off and landing composite wing aircraft.

Background

With the progress of urban area, land space becomes saturated, traffic jam is increasingly serious, and development of urban air available space and vertical three-dimensional traffic are needed. eVTOL (Electric Vertical Takeoff and Landing) electric vertical takeoff and landing aircraft development has attracted extensive attention including aerospace businesses, automotive industries, transportation industries, governments, military and academia. Future potential applications for eVTOL relate to a variety of scene modes for urban passenger transport, regional passenger transport, freight transport, personal aircraft, emergency medical services, and the like.

Vertical lifting of eVTOL is typically accomplished by a lift paddle that provides vertical lift. The lifting paddle has the functions of vertical lifting, hovering and the like, has low dependence on terrain and good flexibility, but the maximum forward flying speed is limited; if the aircraft only depends on the vertical propellers to provide lift force and thrust, the efficiency is low; the fixed wing aircraft has higher forward flight speed, but has higher requirements on terrain and higher site construction and maintenance cost, so that the vertical take-off and landing aircraft with good aerodynamic performance, strong terrain adaptability and high flight speed, which is suitable for urban traffic, is built by combining the advantages of the lifting paddles and the fixed wings, and becomes a research hotspot.

The lifting paddles are used for lifting and the fixed wings are used for cruising, and the composite wing layout is that a plurality of modes are adopted for electric vertical lifting at present. In order to improve the safety and cruising performance of the vertical takeoff vehicle, the number of the rotary wings is increased, and the rotary wings are symmetrically distributed in front and back of the center of gravity, so that the control complexity can be effectively reduced, and the arrangement of the rotary wing mechanism at the tail part is difficult; because the motor arm is longer, the rigidity is weaker relatively, and the tail push is arranged at the tail end of the motor arm, so that the motor arm and the tail wing vibrate more.

Disclosure of Invention

The utility model aims to provide a V-tail single-push electric vertical take-off and landing composite wing aircraft, which aims to solve the problems in the background art. In order to achieve the above purpose, the present utility model provides the following technical solutions: the utility model provides a V tail singly pushes away electronic compound wing aircraft that takes off and land perpendicularly, includes the fuselage, the wing is installed to the fuselage both sides, install the motor arm on the wing, the winglet is installed to the tip of wing, install the lift oar on the motor arm, single V tail and thrust rake are installed to the afterbody of fuselage, the thrust rake is located single V tail rear end, the tail pushes away the radome fairing is installed to the thrust rake rear end.

Preferably, ailerons are arranged symmetrically left and right at the wing tips of the wings.

Preferably, the rear end of the single V tail is provided with a rudder, and the tilting angle of the single V tail is within 30-70 degrees.

Preferably, two lifting paddles are mounted on each motor arm, the lifting paddles are symmetrically distributed on two sides of the machine body in a front row and a rear row, and the center of the pulling force of each lifting paddle coincides with the center of gravity.

Preferably, the skid-mounted undercarriage is mounted at the bottom of the machine body, the skid-mounted undercarriage comprises a front support and a rear support, the upper ends of the front support and the rear support are connected with the machine body, the lower ends of the front support and the rear support are connected with a frame body, a cockpit pedal is mounted on the front support, a passenger cabin pedal is mounted at the front end of the frame body, and a low-resistance tail end is arranged at the rear end of the frame body.

The utility model has the technical effects and advantages that: the aircraft has the advantages of both a helicopter and a fixed-wing aircraft, and has better terrain adaptability and cruising performance. The aircraft can take off and land vertically without a runway, can adapt to complex urban traffic environment, and has strong safety and adaptability;

the aircraft has excellent performance in the aspect of aerodynamics, and the single V tail enables the structure to be compact, and the weight and vibration to be small;

the aircraft is easy to operate, mode conversion between the lift paddles and the fixed wings can be operated through cooperation of the lift paddles and the thrust paddles, operation under the two modes is easy to convert, and operation efficiency is high. In the fixed wing mode, attitude control is performed by controlling the aileron and the V tail rudder deflection angle.

Drawings

FIG. 1 is an isometric view of the present utility model;

FIG. 2 is a top view of the present utility model;

FIG. 3 is a side view of the present utility model;

fig. 4 is a front view of the present utility model.

In the figure: 1-a wing; 2-winglets; 3-fuselage; 4-motor arms; 5-lifting paddles; 6-V tail; 7-thrust paddles; 8-tail push fairing; 9-skid landing gear; 10-ailerons; 11-rudder; 91-front support; 92-rear support; 93-a cockpit pedal; 94-cabin footsteps; 95-low resistance end; 96-frame body.

Detailed Description

In order that the manner in which the above-recited features, advantages, objects and advantages of the present utility model are attained and can be readily understood, a more particular description of the utility model will be rendered by reference to the appended drawings, in which the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected or detachably connected, or integrally or mechanically connected, or electrically connected, unless otherwise explicitly stated and defined; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements.

Examples

The axial view of the V-tail single-push electric vertical take-off and landing composite wing aircraft is shown in fig. 1, and the V-tail single-push electric vertical take-off and landing composite wing aircraft comprises a fuselage 3, wherein wings 1 are installed on two sides of the fuselage 3, a plurality of lift paddles 5 are arranged in front of and behind the wings 1 to realize vertical take-off and landing, the lift paddles 5 are installed on motor arms 4, and the motor arms 4 are connected to the wings 1. The wing tip of the wing 1 adopts a low-resistance winglet 2, and a pair of ailerons 10 are symmetrically arranged at the position close to the wing tip of the wing 1 left and right and are used for roll control in the fixed wing stage of the aircraft; the tail of the machine body 3 is provided with a thrust paddle 7 for providing power for cruising and converting stages, the tail of the machine body 3 is provided with a tail wing, and the tail wing adopts a single V-shaped tail 6.

As shown in fig. 2-4, the lifting paddles 5 are symmetrically arranged on the two sides of the machine body 3 in front and back rows, and the lifting paddles 5 are adjusted so that the center of the pulling force of the lifting paddles 5 coincides with the center of gravity to realize the vertical lifting function; increasing (decreasing) the rotation speed of the front row of lift paddles 5 while decreasing (increasing) the rotation speed of the rear row of lift paddles can achieve longitudinal pitch control of the aircraft; the roll control of the aircraft can be realized by increasing (reducing) the left side and simultaneously reducing (increasing) the rotating speed of the right lift paddles; increasing (decreasing) the rotational speed of a group of lift paddles 5 in a clockwise direction achieves counter-clockwise yaw control.

When the airplane enters the conversion, the airplane flies flatly with a smaller attack angle or a low-head gesture, the thrust paddles 7 accelerate the airplane to fly forwards, meanwhile, the rotating speed of the lift paddles 5 is reduced, the rotating speed is controlled to be not lower than the height, when the converted speed is reached, the lift paddles 5 stop rotating, the airplane enters a fixed wing mode, the thrust paddles 7 enable the airplane to fly forwards continuously, and the airplane accelerates to a cruising speed.

Ailerons 10 are used to control aircraft roll when the conversion of lift rotor 5 to fixed wing or fixed wing mode operation is completed. The rudder 11 is mounted at the rear end of the single V-tail 6, and the left and right control surfaces of the rudder 11 are all left (right) to control the yaw of the aircraft, and the left and right control surfaces of the rudder 11 are all right (down) to control the pitch of the aircraft. The inclination angle (the included angle between the chord plane and the horizontal plane) of the V tail influences the distribution of the static stability, the transverse course stability and the operability of the whole machine, and is generally controlled in the range of 30-70 degrees.

The thrust blades 7 are mounted on the rear section of the fuselage 3, and the number of blades is not limited to 3 blades as shown. In order to ensure safe and efficient operation of the ducted propellers 7, the propellers 7 have to be kept at a distance from the single V-tail 6. The tail thrust fairing 8 is arranged at the rear end of the thrust propeller 7 and is used for eliminating vortex flow at the downstream of the thrust propeller and reducing resistance.

The skid landing gear 9 is installed to fuselage 3 bottom, and skid landing gear 9 includes preceding support 91 and back support 92, and fuselage 3 is connected to preceding support 91 and back support 92 upper end, and the support body 96 is connected to the lower extreme, installs cockpit pedal 93 on the preceding support 91, and cabin pedal 94 is installed to the support body 96 front end, and the rear end is equipped with low resistance end 95. The front support 91 and the rear support 92 are designed with a low-resistance airfoil profile, and the relative thickness is generally controlled to be 15% -35%. Because of the strength requirement, the absolute thickness is generally set according to the weight of the aircraft, so that the structural weight is large if the relative thickness is too large, the airflow separation is caused if the relative thickness is too small, and the aerodynamic resistance is increased. The front support 91 has a circular cross-sectional shape, and more preferably, an elliptical cross-section, wherein the major half axis is oriented in the direction of the air flow, which effectively reduces drag.

Finally, it should be noted that: the foregoing description is only illustrative of the preferred embodiments of the present utility model, and although the present utility model has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that modifications may be made to the embodiments described, or equivalents may be substituted for elements thereof, and any modifications, equivalents, improvements or changes may be made without departing from the spirit and principles of the present utility model.

Claims

1. The utility model provides a V tail singly pushes away electronic compound wing aircraft that takes off and land perpendicularly, includes fuselage, its characterized in that: the wing is installed to fuselage both sides, install the motor arm on the wing, the winglet is installed to the tip of wing, install the lift oar on the motor arm, single V tail and thrust rake are installed to the afterbody of fuselage, the thrust rake is located single V tail rear end, the tail pushes away the radome fairing is installed to the thrust rake rear end.

2. The V-tail single-push electric vertical take-off and landing composite wing aircraft of claim 1, wherein: ailerons are symmetrically arranged at wing tips of the wings in a left-right mode.

3. The V-tail single-push electric vertical take-off and landing composite wing aircraft of claim 1, wherein: the rudder is arranged at the rear end of the single V tail, and the tilting angle of the single V tail is within 30-70 degrees.

4. The V-tail single-push electric vertical take-off and landing composite wing aircraft of claim 1, wherein: two lifting paddles are mounted on each motor arm, the lifting paddles are symmetrically distributed on two sides of the machine body in a front-back row, and the center of pulling force of each lifting paddle coincides with the center of gravity.

5. The V-tail single-push electric vertical take-off and landing composite wing aircraft of claim 1, wherein: skid-type undercarriage is installed to the bottom of fuselage, skid-type undercarriage includes preceding support and back support, the fuselage is connected to preceding support and back support upper end, and the support body is connected to the lower extreme, install the cockpit pedal on the preceding support, the cabin pedal is installed to the support body front end, and the rear end is equipped with the low resistance end.