CN112722263A - Vertical/short-distance take-off and landing aircraft with distributed power coupling lift-increasing wing surfaces - Google Patents
Vertical/short-distance take-off and landing aircraft with distributed power coupling lift-increasing wing surfaces Download PDFInfo
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- CN112722263A CN112722263A CN202110066011.XA CN202110066011A CN112722263A CN 112722263 A CN112722263 A CN 112722263A CN 202110066011 A CN202110066011 A CN 202110066011A CN 112722263 A CN112722263 A CN 112722263A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
- B64C27/28—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with forward-propulsion propellers pivotable to act as lifting rotors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/38—Adjustment of complete wings or parts thereof
- B64C3/385—Variable incidence wings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C39/00—Aircraft not otherwise provided for
- B64C39/10—All-wing aircraft
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Abstract
The invention relates to a distributed power coupling lift-increasing wing surface vertical/short-distance take-off and landing aircraft, belonging to the field of aviation aircrafts; the aircraft comprises a lift fan, an airframe, wings, lift-increasing wing surfaces, a distributed ducted fan and a motion mechanism; the fuselage and the wings are in a flying wing layout with a fused wing body; the lifting force fan is embedded in the middle of the machine head, is in a coaxial contra-rotating mode and is used for generating a vertical upward lifting force; the distributed ducted fans are symmetrically distributed at the tail part of the machine body, and the side walls at two ends of the distributed ducted fans are respectively hinged with side plates fixed on the machine body through rotating shafts; the high lift wing surface comprises an upper section of straight wing and a lower section of straight wing which are arranged in parallel, the upper end and the lower end of the straight wing are respectively positioned at the outer side of the outlet of the distributed ducted fan, and the two ends of the straight wing are respectively connected with the side plate through a movement mechanism and can tilt relative to the fuselage along the movement mechanism. The invention can realize the hovering, vertical/short-distance taking off and landing and cruise flight of the aircraft in the air, and the transition flight of the aircraft is safer and more stable because the lift force is provided by adopting the form of the high lift wing surface.
Description
Technical Field
The invention belongs to the field of aviation aircrafts, and particularly relates to a vertical/short-distance take-off and landing aircraft with distributed power coupling lift-increasing wing surfaces.
Background
The fixed wing aircraft has high cruising efficiency and high speed, but has higher requirements on take-off and landing sites; helicopters are capable of vertical take-off and landing and hovering in the air, but the flight speed is often limited. Along with the continuous expansion of the application scene of the airplane, the design index of the airplane is also continuously improved, and the vertical take-off and landing type aircraft with the advantages of the fixed-wing airplane and the helicopter receives more and more attention of people. The comparatively mature VTOL type aircrafts abroad comprise an American F-35B fighter and a V-22 tilt rotor helicopter. F-35B adopts a lift fan and a tail vectoring nozzle to realize vertical take-off and landing, but the method has high oil consumption, the power requirement on an engine in the vertical stage is high, and the cruise characteristic of the airplane is obviously reduced compared with that of a fixed wing airplane; the V-22 airplane realizes vertical take-off and landing through the tilting of the rotary wings at the two ends of the wings, but the mechanical transmission system of the airplane is complex, the pneumatic interference between the rotary wings is serious, the safety and the stability are poor, and the accidents of airplane damage and people death occur for many times in the transition stage of flight.
The scheme that application publication No. CN106218887A and authorization notice No. CN20891639U put forward all adopts the take-off and landing mode of tailstock formula, and whole aircraft of transition phase all will rotate, leads to full aerodynamic force variation, and the transition security is not high. Application publication No. CN106672232A proposes a fixed-wing VTOL scheme for a tilt wing, but the wing also needs to deflect 90 °, and its aerodynamic force also changes greatly.
The safe and stable transitional flight is realized, and the key point of the fixed-wing vertical take-off and landing airplane is played. But the existing airplane suspension mode is difficult to solve the problem well. The main reason is that the configuration of the airplane is constantly changed in the transition stage, such as the tilting power or the tilting wing, and the aerodynamic force of the whole airplane is obviously changed in the transition stage, so that the moment of the airplane is greatly fluctuated. In addition, the horizontal flight speed of the airplane is low in the early transition stage, the rudder effect of the control rudder on the airplane is not enough, the airplane is difficult to resist disturbance of the external environment, and therefore the safe transition of the airplane is difficult.
Therefore, in order to ensure the safe and stable transition of the VTOL aircraft, a new takeoff and landing scheme must be designed to solve the problem.
Disclosure of Invention
The technical problem to be solved is as follows:
in order to avoid the defects of the prior art, the invention provides a vertical/short-distance take-off and landing aircraft with distributed power coupling lift-increasing wings. The problem of current fixed wing VTOL aircraft transition flight stability poor is solved.
The technical scheme of the invention is as follows: the utility model provides a vertical/short distance take-off and landing aircraft of distributed power coupling increase lift airfoil which characterized in that: the aircraft comprises a lift fan, an airframe, wings, lift-increasing wing surfaces, a distributed ducted fan and a motion mechanism; the aircraft body and the wings are in a flying wing layout with a fused wing body, and the interior of the aircraft body and the wings is used for placing aircraft loads, power batteries and landing gears; the lifting force fan is embedded in the middle of the machine head, is in a coaxial contra-rotating mode and is used for generating a vertical upward lifting force;
the distributed ducted fan is formed by a plurality of ducted fan units in parallel and is symmetrically distributed at the tail part of the machine body, the side walls at two ends of the distributed ducted fan are respectively hinged with side plates fixed on the machine body through rotating shafts, and the rotating shafts are vertical to the central axis of the machine body; the high lift wing surface comprises an upper straight wing section and a lower straight wing section which are arranged in parallel, the upper straight wing section and the lower straight wing section are respectively positioned at the upper end and the lower end of the outer side of the outlet of the distributed ducted fan, and two ends of the straight wing section are respectively connected with the side plate through a movement mechanism and can tilt relative to the fuselage along the movement mechanism;
the motion mechanism comprises a slide rail and a rolling bearing; the side plate is vertically and fixedly connected to the tail of the machine body, the slide rail is fixed to the inner wall of the side plate and comprises an upper pair of tracks and a lower pair of tracks which are respectively used as the motion tracks of the upper straight wing section and the lower straight wing section; and two ends of the high lift wing surface are respectively connected with the sliding rail in a sliding way through rolling bearings.
The further technical scheme of the invention is as follows: the aspect ratio of the aircraft is 4.7.
The further technical scheme of the invention is as follows: the wing sweep angle of the aircraft is 65 degrees.
The further technical scheme of the invention is as follows: the distributed ducted fan comprises 12 ducted fan units, each ducted fan unit having a width of 150 mm.
The further technical scheme of the invention is as follows: the span length of the high lift airfoil is the same as the total width of the distributed ducted fan.
The further technical scheme of the invention is as follows: the motion trail of the upper straight wing and the lower straight wing is as follows: in the vertical stage, the high lift wing surface is positioned at the tail end of the slide rail, the initial horizontal included angle of the upper straight wing is 50 degrees, and the initial horizontal included angle of the lower straight wing is 70 degrees; in the transition stage, the upper straight wing and the lower straight wing respectively move along respective tracks until the transition stage is finished, and the upper straight wing and the lower straight wing are respectively positioned right above and right below the distributed ducted fan.
Advantageous effects
The invention has the beneficial effects that: the invention can realize the hovering, vertical/short-distance taking off and landing and cruise flight of the aircraft in the air, and the transition flight of the aircraft is safer and more stable because the lift force is provided by adopting the form of the high lift wing surface.
During the process of drooping, the high-lift wing surface can generate lift force through the action of high-speed jet flow of the duct, and the high-lift wing surface, the lift force fan and the duct fan provide the force required by the rising of the airplane. Due to the flow guiding effect of the high lift wing surface, compared with the existing airplane which adopts a deflection power mode to hang, the power deflection angle is smaller than 90 degrees.
The high lift wing surface can provide lift force, and can play a role in pitching rudder control due to the fact that the high lift wing surface is far away from the gravity center of the airplane and large in force arm, and longitudinal stability of the airplane in a transition stage is improved.
Compared with the existing fixed-wing VTOL airplane, the airplane has the advantages that the wings of the airplane do not need to rotate, so that the aerodynamic force of the airplane continuously changes along with the forward flying speed of the airplane. In addition, the high lift wing surface is always in the jet flow of the duct, the lift force in the vertical and transition stages is also continuously changed, and the aerodynamic force of the whole machine cannot be changed suddenly.
The distributed power has the advantages that the multiple powers can be used for controlling the transverse direction of the airplane by providing different thrust, and the capability of resisting external crosswind interference of the airplane in the early stage of transitional flight is improved. In addition, due to the adoption of distributed power, the risk of crash caused by single-power failure of the common double-power airplane can be reduced.
The invention adopts distributed power layout, and in the cruising stage, the air flow on the upper surface of the body is further accelerated by utilizing the suction effect of the duct, thereby playing the effects of increasing lift and reducing drag and being beneficial to improving the cruising efficiency.
Drawings
FIG. 1 is a general schematic of the present invention;
FIG. 2 is a front view of the hanging configuration of the present invention;
FIG. 3 is a top view of the invention in a suspended configuration;
FIG. 4 is a side view of the invention in a suspended configuration;
FIG. 5 is a schematic illustration of a high lift airfoil droop condition;
FIG. 6 is a schematic illustration of a high lift airfoil stowed condition;
FIG. 7 illustrates ducted and high lift airfoil motion;
FIG. 8 is a cruise status schematic of the present invention;
description of reference numerals: 1. the wind power generation system comprises a lift fan, a machine body, a wing, a high lift wing surface, a distributed ducted fan, a moving mechanism, a side plate, a sliding rail and a rolling bearing, wherein the lift fan is 2, the machine body is 3, the wing is 4, the high lift wing surface is 5, the distributed ducted fan is 6, the moving mechanism is 7, the side plate is 8, and.
Detailed Description
The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.
The embodiment is a vertical take-off and landing aircraft with a distributed power coupling lift-increasing wing surface, and is described in detail as follows:
referring to fig. 1-7, the present example is a distributed power coupled high lift airfoil vertical take-off and landing aircraft. The aircraft comprises an aircraft body, a main wing, a lift fan, a distributed ducted fan, a lift-increasing wing surface and a movement mechanism. The whole airplane adopts a flying wing type layout with a fused wing body, and the aspect ratio is 4.7. The head of the fuselage is provided with a lift fan, and the insides of the fuselage and the wings are provided with a power battery, a mission load and some flight instrument equipment. The whole wing is in a sweepback layout, the sweepback angle of the outer wing section is 65 degrees, and the outer wing section is provided with a lifting aileron. A total of 12 electric ducted fans with the diameter of 150mm are arranged at the rear part of the upper surface of the airplane body in a straight line along the symmetrical plane of the airplane and account for about 50 percent of the spreading length of the airplane. The high lift wing surface is arranged at the rear part of the machine body and is divided into an upper section and a lower section, and the chord lengths are the same. The movement mechanism comprises a deflection device of the ducted fan, a sliding rail, a connecting rod and a rolling bearing, wherein the sliding rail, the connecting rod and the rolling bearing move on the high lift wing surface, and the movement is controlled by a motor.
And (4) a functional part:
during the heave phase of the aircraft, lift is provided primarily by lift fans, ducted fans, and high lift airfoils. In the cruising stage, the high lift wing surface is mainly provided by the machine body and the main wing, the position of the duct is horizontal, and the high lift wing surface is respectively positioned above and below the duct. During the transition flight phase, the generation of lift force is converted from the above components. The thrust of the three stages is provided by the ducted fan.
The slide rail form is designed according to the overall and pneumatic requirements of the airplane, a segmented form is adopted, the slide rail form comprises a straight line section and a circular arc section, and the actual length and the actual angle are related to the design requirements of the motion of the high lift wing surface. All the sections are connected in a tangent mode, so that the high lift wing surface can be smoothly folded and unfolded, and the high lift wing surface cannot be blocked. Wherein, the horizontal included angle of the middle straight-line segment of the upper sliding rail is 65 degrees, and the horizontal included angle of the middle straight-line segment of the lower sliding rail is 39 degrees. The control motor is adopted to realize the motion of the ducted fan and the high lift wing surface.
In the initial stage of the erection, the ducted fan is deflected from the horizontal position by a rotation angle of 30 °. The upper and lower high lift wing surfaces at the back of the airplane also move to the lowest ends of the respective slide rails, and the included angles between the upper and lower high lift wing surfaces and the horizontal direction are respectively 50 degrees and 70 degrees. In the process of hanging up, the relative position of each part is kept unchanged, and the high lift wing surface is always under the action of high-speed jet flow of the duct.
In the vertical stage, the lift fan in front of the fuselage can play a role in pitching moment balancing. In addition, the transverse course of the airplane can be controlled by adjusting the rotating speed of the plurality of duct units, the defect of poor transverse course stability of the traditional flying wing layout is overcome, and the safe transition of the airplane is facilitated.
In the transition stage, the duct and the high lift wing surface move according to a determined movement rule, the control motor is used for realizing the coordination of the movement of the duct and the high lift wing surface, and the control motor is matched with the integral forward flying speed of the airplane, so that the total lift force of the airplane is ensured to be larger than or equal to the gravity of the airplane in the transition process. In the transition process, the motion mode of the duct is fixed-axis rotation, and the motion of the upper and lower high lift wing surfaces comprises translation and rotation and is controlled by respective motors. Because the motor can only drive the high-lift wing surface to translate through the connecting rod, in order to realize the rotation of the wing surface, the rolling bearings are additionally arranged on the two sides of the wing surface and are tangent to the inner diameter of the sliding rail, and the rolling bearings on the two sides of the wing surface are utilized to limit the inclination angle of the wing to be consistent with the angle of the rail, so that the high-lift wing surface can be ensured to translate and rotate according to a preset track under the action of the driving force of the motor. The specific size and layout of the control motor and the connecting rod are determined according to the actual overall scheme and the transition motion law.
Because the forward flying speed of the airplane is low in the early transition flying stage, the lift force provided by the wings of the airplane is low at the moment, the rotating speed of the lift force fan and the ducted fan is increased to ensure that the overall vertical lift force of the structure is not reduced too much, the high lift wing surfaces move along the slide rails at first, and then the ducted fan is deflected, so that the deflection angles of the ducted fan and the positions of the high lift wing surfaces on the slide rails meet the requirements of pneumatic design in the transition stage. Along with the increase of the forward flying speed of the airplane, the specific gravity of the lift force generated by the wings of the airplane in the total lift force is also increased continuously, and the rotating speeds of the lift force fan and the ducted fan are gradually reduced. And when the transition stage is finished, the lift force fan is closed, the high lift wing surface and the ducted fan return to the retracted position, and the ducted fan provides thrust required by cruise for the airplane at a low rotating speed.
Introduction of a take-off and landing mode:
compared with the conventional fixed-wing gliding take-off and landing, the requirements of the aircraft on the field are greatly reduced. In the stage of the droop, the ducted fan and the high lift wing surface are deflected to the predetermined position of the droop from the stowed position by the motor, then the lift fan and the ducted fan are started, and the high lift wing surface generates lift force. Under the combined action of the three components, the airplane moves upwards. After ascending to a designated altitude, the aircraft enters a transitional flight phase. The high lift wing surfaces are gradually retracted, the ducted fan is also deflected back, and the lift fan in front of the fuselage is gradually closed. At the same time, the aircraft will produce horizontal velocity, moving forward, and increasing velocity. When the speed of the airplane reaches the cruise requirement, the transition phase is ended, and the airplane enters a normal level flight mode.
When the aircraft finishes cruising and is ready to land, the transition stage is firstly entered. With the deposition of ducted fans and high lift airfoils, the speed of the aircraft is continuously reduced. The lift fan at the aircraft nose part starts to work, and the whole lift of the aircraft is ensured not to suddenly drop. When the horizontal speed is 0, the aircraft enters a vertical landing stage. The aircraft descends at a certain speed until it finally decelerates to 0 to reach the ground. And then the lifting force fan and the ducted fan stop working, the moving mechanism retracts the ducted fan and the lifting force increasing wing surface, and the landing process is finished.
In addition, the aircraft of the invention also has the capability of short-distance take-off and landing, and a proper mode can be selected according to the take-off and landing site. In the takeoff phase, the airplane can firstly slide for a distance on the ground and then directly enter the previous transition flight phase, and the landing process is just the reverse.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made in the above embodiments by those of ordinary skill in the art without departing from the principle and spirit of the present invention.
Claims (6)
1. The utility model provides a vertical/short distance take-off and landing aircraft of distributed power coupling increase lift airfoil which characterized in that: the aircraft comprises a lift fan, an airframe, wings, lift-increasing wing surfaces, a distributed ducted fan and a motion mechanism; the aircraft body and the wings are in a flying wing layout with a fused wing body, and the interior of the aircraft body and the wings is used for placing aircraft loads, power batteries and landing gears; the lifting force fan is embedded in the middle of the machine head, is in a coaxial contra-rotating mode and is used for generating a vertical upward lifting force;
the distributed ducted fan is formed by a plurality of ducted fan units in parallel and is symmetrically distributed at the tail part of the machine body, the side walls at two ends of the distributed ducted fan are respectively hinged with side plates fixed on the machine body through rotating shafts, and the rotating shafts are vertical to the central axis of the machine body; the high lift wing surface comprises an upper straight wing section and a lower straight wing section which are arranged in parallel, the upper straight wing section and the lower straight wing section are respectively positioned at the upper end and the lower end of the outer side of the outlet of the distributed ducted fan, and two ends of the straight wing section are respectively connected with the side plate through a movement mechanism and can tilt relative to the fuselage along the movement mechanism;
the motion mechanism comprises a slide rail and a rolling bearing; the side plate is vertically and fixedly connected to the tail of the machine body, the slide rail is fixed to the inner wall of the side plate and comprises an upper pair of tracks and a lower pair of tracks which are respectively used as the motion tracks of the upper straight wing section and the lower straight wing section; and two ends of the high lift wing surface are respectively connected with the sliding rail in a sliding way through rolling bearings.
2. The distributed power-coupled high lift airfoil vertical/short take-off and landing aircraft of claim 1, wherein: the aspect ratio of the aircraft is 4.7.
3. The distributed power-coupled high lift airfoil vertical/short take-off and landing aircraft of claim 1, wherein: the wing sweep angle of the aircraft is 65 degrees.
4. The distributed power-coupled high lift airfoil vertical/short take-off and landing aircraft of claim 1, wherein: the distributed ducted fan comprises 12 ducted fan units, each ducted fan unit having a width of 150 mm.
5. The distributed power-coupled high lift airfoil vertical/short take-off and landing aircraft of claim 1, wherein: the span length of the high lift airfoil is the same as the total width of the distributed ducted fan.
6. The distributed power-coupled high lift airfoil vertical/short take-off and landing aircraft of claim 1, wherein: the motion trail of the upper straight wing and the lower straight wing is as follows: in the vertical stage, the high lift wing surface is positioned at the tail end of the slide rail, the initial horizontal included angle of the upper straight wing is 50 degrees, and the initial horizontal included angle of the lower straight wing is 70 degrees; in the transition stage, the upper straight wing and the lower straight wing respectively move along respective tracks until the transition stage is finished, and the upper straight wing and the lower straight wing are respectively positioned right above and right below the distributed ducted fan.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110066011.XA CN112722263A (en) | 2021-01-19 | 2021-01-19 | Vertical/short-distance take-off and landing aircraft with distributed power coupling lift-increasing wing surfaces |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110066011.XA CN112722263A (en) | 2021-01-19 | 2021-01-19 | Vertical/short-distance take-off and landing aircraft with distributed power coupling lift-increasing wing surfaces |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112896529A (en) * | 2021-03-10 | 2021-06-04 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | Auxiliary propulsion device and electric aircraft |
| CN114476093A (en) * | 2022-03-17 | 2022-05-13 | 北京航空航天大学 | Distributed electric propulsion aircraft and control method thereof |
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| CN112896529A (en) * | 2021-03-10 | 2021-06-04 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | Auxiliary propulsion device and electric aircraft |
| CN114476093A (en) * | 2022-03-17 | 2022-05-13 | 北京航空航天大学 | Distributed electric propulsion aircraft and control method thereof |
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