CN113716033A

CN113716033A - Multipurpose airplane

Info

Publication number: CN113716033A
Application number: CN202111034050.8A
Authority: CN
Inventors: 熊俊; 李洪淼; 赵新新; 杨蕊姣; 冷崇富; 曾锐; 刘剑; 郑威; 平丽浩; 洪雨宁
Original assignee: Cetc Wuhu Diamond Aircraft Manufacture Co ltd; Cetc Wuhu General Aviation Industry Technology Research Institute Co ltd
Current assignee: Cetc Wuhu Diamond Aircraft Manufacture Co ltd; Cetc Wuhu General Aviation Industry Technology Research Institute Co ltd
Priority date: 2021-09-03
Filing date: 2021-09-03
Publication date: 2021-11-30
Anticipated expiration: 2041-09-03
Also published as: CN113716033B

Abstract

The present application relates to a multi-purpose aircraft. The utility aircraft includes: fuselage and wing, the wing includes: the base is arranged at the top of the machine body; the front wing comprises a front wing body and a first rotor wing, the front wing body is hinged with the base, the first rotor wing is arranged on the front wing body, and the axis of the first rotor wing is parallel to the take-off and landing direction of the multipurpose aircraft; the main wing comprises a main wing body and a second rotor wing, the main wing body is arranged on the base, and the second rotor wing is arranged on the main wing body; the rear wing comprises a rear wing body and a third rotor wing, the rear wing body is hinged with the base, the third rotor wing is arranged on the rear wing body, and the axis of the third rotor wing is parallel to the take-off and landing direction of the multipurpose aircraft; the front wing is located on one side, close to the nose, of the base, the rear wing is located on one side, close to the tail, of the base, and the main wing is located between the front wing and the rear wing. The multipurpose aircraft can realize short take-off and landing and vertical take-off and landing, and is high in cruising speed and good in economical efficiency.

Description

Multipurpose airplane

Technical Field

The application relates to the field of aviation equipment, in particular to a multipurpose aircraft.

Background

The existing fixed wing general airplane needs good infrastructure for taking off and landing, and usually needs a runway with the length of not less than 800 meters so as to ensure the normal operation of the airplane. While the conventional rotary-wing aircraft, such as a helicopter, can take off and land vertically, the rotary-wing aircraft has a slower cruising speed of about 250km/h, a shorter range of about 600km, and fuel economy which cannot be compared with that of a fixed-wing aircraft. The existing aircraft can not take the advantages of both fixed wing aircraft and rotor aircraft into consideration.

Disclosure of Invention

Based on the above problem, this application provides a multipurpose aircraft, realizes the short distance take off and land and the vertical take off and land of aircraft.

One embodiment of the present application provides a multi-purpose aircraft, comprising: a fuselage and a wing, the wing comprising: the base is arranged at the top of the machine body; the front wing comprises a front wing body and a first rotor wing, the front wing body is hinged with the base, the first rotor wing is arranged on the front wing body, and the axis of the first rotor wing is parallel to the take-off and landing directions of the multipurpose aircraft; the main wing comprises a main wing body and a second rotor wing, the main wing body is arranged on the base, and the second rotor wing is arranged on the main wing body; the rear wing comprises a rear wing body and a third rotor wing, the rear wing body is hinged with the base, the third rotor wing is arranged on the rear wing body, and the axis of the third rotor wing is parallel to the take-off and landing direction of the multipurpose aircraft; the front wing is located on one side, close to the nose, of the base, the rear wing is located on one side, close to the tail, of the base, and the main wing is located between the front wing and the rear wing.

According to some embodiments of the present application, the utility aircraft further comprises a drive structure that drives the main wing body to rotate to adjust the axis of the second rotor to be parallel to the axis of the fuselage or to the direction of takeoff and landing of the utility aircraft.

According to some embodiments of the present application, when the multi-purpose aircraft is in the cruise mode, an angle between the front wing body and an axis of the fuselage is between 30 ° and 60 °, and an angle between the rear wing body and the axis of the fuselage is between 30 ° and 60 °.

According to some embodiments of the present application, the multi-purpose aircraft is in cruise mode with both the front wing body and the rear wing body parallel to the axis of the fuselage.

According to some embodiments of the present application, the blades of the first and third rotors are parallel to the axis of the fuselage when the multi-purpose aircraft is in the cruise mode.

According to some embodiments of the present application, the multi-purpose aircraft further comprises a folding structure by which the main wing body can be folded to be parallel to the axis of the fuselage.

According to some embodiments of the present application, the installation heights of the front wing, the main wing, and the rear wing are sequentially reduced.

According to some embodiments of the present application, a plurality of seats are disposed within the fuselage.

According to some embodiments of the present application, the fuselage is provided with a door for loading and unloading cargo.

According to some embodiments of the present application, a photoelectric scout pod and a weapon pylon are provided on the fuselage.

The utility model provides a multipurpose aircraft can realize short-distance take-off and land and VTOL, possess the advantage of fixed wing aircraft and helicopter, and it is fast to cruise, and energy consumption economic nature is high. The modular design is adopted, the fuselage and the wings are used as two independent modules, different fuselages can be used for being connected with the wings according to different requirements, and the research and development manufacturing cost is saved.

Drawings

In order to more clearly illustrate the technical solutions of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for a person skilled in the art to obtain other drawings based on these drawings without exceeding the protection scope of the present application.

FIG. 1 is a first schematic view of a multi-purpose aircraft according to an embodiment of the present application;

FIG. 2 is a top view of a multi-purpose aircraft of an embodiment of the present application;

FIG. 3 is a schematic view of a drive configuration and a fold configuration of an embodiment of the present application;

FIG. 4 is a schematic illustration of a multi-purpose aircraft vertical takeoff and landing mode of an embodiment of the present application;

FIG. 5 is a first illustration of a cruise mode of the multi-purpose aircraft according to an embodiment of the present application;

FIG. 6 is a second multi-purpose aircraft cruise mode schematic diagram of an embodiment of the present application;

FIG. 7 is a first illustration of a multi-purpose aircraft in an embodiment of the present application in a first shutdown state;

FIG. 8 is a schematic illustration of a second multi-purpose aircraft in an idle state according to an embodiment of the present application;

FIG. 9 is a third schematic illustration of a multi-purpose aircraft in an embodiment of the present application in a shutdown state;

FIG. 10 is a second schematic illustration of a multi-purpose aircraft according to an embodiment of the present application;

FIG. 11 is a third schematic view of a multi-purpose aircraft according to an embodiment of the present application.

Detailed Description

The technical solutions of the present application will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, not all, of the embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

As shown in fig. 1, the present embodiment provides a multi-purpose aircraft 100, where the multi-purpose aircraft 100 includes a fuselage 1 and a wing 2, the wing 2 is disposed on top of the fuselage 1, the fuselage 1 and the wing 2 are connected by a connecting member 3, and in this embodiment, the connecting member 3 may be a bolt. The fuselage 1 and the wings 2 are taken as independent modules, and the fuselage 1 and the wings 2 with different functions can be assembled according to different requirements.

As shown in fig. 2, the wing 2 includes a base 21, a front wing 22, a main wing 23, and a rear wing 24. Wherein, the front wing 22, the main wing 23 and the rear wing 24 are all arranged on the base 21. The base 21 is disposed on the top of the body 1, and in this embodiment, the base 21 is detachably connected to the body 1 by bolts. Other connection modes can be selected between the base 21 and the body 1 as required, and the application is not limited to this. In this embodiment, the axis direction of the body 1 is the X direction, the direction perpendicular to the X direction in the horizontal plane is the Y direction, and the takeoff and landing direction of the aircraft is the Z direction.

The front wing 22 includes a front wing body 221 and a first rotor 222, and one end of the front wing body 221 is hinged to the base 21 through a rotating shaft. The front wing body 221 is rotatable about a rotation axis parallel to the takeoff and landing directions of the aircraft. Alternatively, the front wing body 221 is rotated by a first driver (not shown), which may be a motor. The first rotor 222 is disposed on the front wing body 221, and an axis of the first rotor 222 is parallel to a take-off and landing direction, i.e., a Z direction, of the utility aircraft 100. First rotor 222 provides power for takeoff and landing of utility aircraft 100.

In this embodiment, the number of the front wings 22 is two, and the two front wings 22 are respectively disposed on the left and right sides of the base 21. The number of first rotary wings 222 included in each front wing 22 is set according to the requirement, and in this embodiment, two first rotary wings 222 are provided on each front wing body 221.

The main wing 23 includes a main wing body 231 and a second rotor 232. The main wing body 231 is disposed on the base 21, and the second rotor 232 is disposed on the main wing body 231. The main wing body 231 of the present embodiment is rotatably disposed on the base 21 to adjust the axial direction of the second rotor 232. When the direction of the axis of the second rotor 232 is parallel to the axis of the fuselage, the second rotor 232 provides power for forward travel of the aircraft. When the axial direction of the second rotor 232 is parallel to the takeoff and landing direction of the utility aircraft 100, the direction of the power provided by the second rotor 232 is parallel to the takeoff and landing direction of the utility aircraft 100.

In the present embodiment, the shape of the main wing 23 is similar to that of a conventional fixed wing, the number of the main wings 23 is two, and the two main wings 23 are respectively disposed at the left and right sides of the base 21. The number of the second rotary wings 232 provided on each main wing body 231 is set according to the requirement, and in this embodiment, the number of the second rotary wings 232 provided on each main wing body 231 is two.

Optionally, an aileron 233 and a flap 234 are arranged on the main wing body 231, the aileron 233 is used for roll attitude control during normal flight of the airplane, and the flap 234 is used for increasing the lift of the airplane during short takeoff and landing of the airplane.

The rear wing 24 includes a rear wing body 241 and a third rotor 242, one end of the rear wing body 241 is hinged to the base 21 through a rotating shaft, and the rear wing body 241 can rotate around the rotating shaft parallel to the takeoff and landing direction of the airplane. Alternatively, the rear wing body 241 is rotated by a second driver (not shown), which may be a motor. The third rotor 242 is disposed on the rear wing body 241, and an axis of the third rotor 242 is parallel to a takeoff and landing direction of the utility aircraft 100, i.e., a Z direction, to provide power for takeoff and landing of the utility aircraft 100.

The number of the rear wings 24 is two, and the two rear wings 24 are respectively disposed on the left and right sides of the base 21. Two third rotors 242 may be disposed on each rear wing body 241, and the number of third rotors 242 is not limited in this application.

In this embodiment, the front wing 22 is located on the side of the base 21 close to the nose, the rear wing 24 is located on the side of the base 21 close to the tail, and the main wing 23 is located between the front wing 22 and the rear wing 24.

Optionally, first rotor 222 and third rotor 242 of the present embodiment are electrically driven rotors and second rotor 232 is an electrically driven rotor or a conventional piston, turboprop, fuel-powered rotor.

The multi-purpose aircraft 100 of the present embodiment powers the take-off and landing of the aircraft via the front wing 22, the main wing 23, and the rear wing 24, and the multi-purpose aircraft 100 has a sprint take-off and landing mode and a vertical take-off and landing mode. When the airplane runs and takes off and lands at a short distance in a sliding way, due to the fact that the rotary wings on the front wing and the rear wing generate pulling force, the airplane can take off without high speed when taking off, the sliding distance of the airplane can be greatly reduced, dependence on an airport runway is reduced, and the airplane can take off and land on a simple road of 100-200 meters.

As shown in fig. 3, the utility aircraft 100 further includes a driving structure 4, and the driving structure 4 can drive the main wing body 231 to rotate. Optionally, the driving structure 4 includes a third driver 41 and a rotating seat 42, the third driver 41 is disposed on the base 21, the rotating seat 42 is rotatably disposed on the base 21, and the main wing body 231 is connected to the rotating seat 42. The third actuator 41 drives the main wing body 231 to rotate through the rotating base 42, and the rotation of the main wing body 231 can adjust the axial direction of the second rotor 232. Optionally, the third driver 41 is a motor.

As shown in fig. 2, when the utility aircraft 100 is at a sprint take-off and landing, the axis of the second rotor 232 is parallel to the axis of the fuselage 1, 8 rotors on the front and rear wings provide lift to the aircraft, while 4 second rotors 232 on the main wing provide forward pulling force to the aircraft, so that the aircraft is accelerated to roll.

When the aircraft reaches a certain speed, the main wing 23 of the aircraft generates a lift force L equal to 0.5 × ρ × V²And multiplying S by Cl, wherein rho is air density, V is advancing speed of the airplane, S is main wing area, and Cl is lift coefficient.

At sprint take-off and landing, the 8 rotors on the front and

rear wings

22 and 24 rotate to provide upward tension and 8F, which is the tension generated by one of the first or second rotors. The upward pull force generated by 8 rotary wings and the lift force of the main wing 23 are combined to balance the gravity of the airplane, so that the short-distance take-off and landing of the airplane are realized.

Due to the fact that the 8 rotors on the front wing 22 and the rear wing 24 generate pulling force, the airplane can take off without high speed when taking off, the sliding distance of the airplane can be greatly reduced, dependence on an airport runway is reduced, and the airplane can take off and land on a simple road of 100-200 meters. And during short take-off, the force balance equation in the vertical direction is ma ═ 8 xF + L-G, wherein m is the mass of the airplane, and a is the acceleration of the short take-off. The aircraft gravity G is now less than the sum of the upward pull force generated by the 8 rotors above the front and

rear wings

22, 24 and the lift of the main wing 23.

When the gravity G of the airplane is greater than the sum of the upward pulling force and the lifting force of the airplane and 8F + L, the airplane is in a short-range landing state, the force balance equation in the vertical direction is ma ═ G-8F-L, wherein m is the mass of the airplane, and a is the short-range landing acceleration. The aircraft gravity G is greater than the sum of the upward pull force generated by the eight rotors and the lift force of the main wing.

As shown in fig. 4, the multipurpose aircraft 100 is in the vertical take-off and landing mode by rotating the main wing body 231 about the axis in the Y direction by 90 ° by the driving structure 4, and adjusting the axis of the second rotor 232 from the axis parallel to the fuselage to the direction parallel to the take-off and landing directions of the multipurpose aircraft. The 8 rotors of the front wing 22 and the rear wing 24 and the 4 rotors of the main wing 23 provide upward pulling force for the airplane together, and vertical take-off and landing of the airplane are realized.

Assuming that the pulling force provided by each rotor wing is F, the upward pulling force of the airplane is 12F, when the upward pulling force 12F of the airplane is greater than the gravity G of the airplane, the airplane realizes vertical takeoff, and the vertical direction force balance equation is ma ═ 12F-G, wherein m is the airplane mass, and a is the vertical takeoff acceleration. After the multipurpose aircraft 100 takes off vertically, the cruise of the multipurpose aircraft 100 is realized by adjusting the axis of the second rotor 232 from the direction parallel to the take-off and landing directions of the multipurpose aircraft to the axis parallel to the fuselage.

When the gravity G of the airplane is greater than the upward pulling force of the airplane by 12F, the airplane is in a vertical landing state, and the force balance equation in the vertical direction is ma which is G-12F, wherein m is the mass of the airplane, and a is the vertical landing acceleration.

As shown in fig. 5, the utility aircraft 100 is in the cruise mode with both the first rotor 222 of the front wing 22 and the third rotor 242 of the rear wing 24 deactivated. The blades of the first rotor 222 and the third rotor 242 are each held in a forward fixed position, i.e., the blades of the first rotor 222 and the third rotor 242 are parallel to the axis of the fuselage, to reduce aerodynamic drag of the multi-purpose aircraft 100.

In an alternative scheme, when the multipurpose aircraft 100 is in the cruise mode, an included angle between the front wing body 221 and an axis of the aircraft body is 30-60 degrees, and the front wing body 221 inclines towards the aircraft nose direction. The included angle between the axis of the rear wing body 241 and the fuselage is 30-60 degrees, and the rear wing body 241 inclines towards the tail direction. Optionally, the angle between the front wing body 221 and the axis of the fuselage is 45 °, and the angle between the rear wing body 241 and the axis of the fuselage is 45 °. The front wing body 221 and the rear wing body 241 provide additional aerodynamic lift for the aircraft. The deployment angles of the front wing body 221 and the rear wing body 241 can be set as desired.

As shown in fig. 6, in another alternative, when the multi-purpose aircraft 100 is in cruise mode, the forward wing body 221 and the aft wing body 241 are both parallel to the axis of the fuselage. The drag produced by the front and

rear wings

22, 24 is minimal, but the front and

rear wings

22, 24 do not provide additional lift.

As shown in fig. 7, when the utility aircraft 100 is in a stopped state after landing, the front wing 22, the main wing 23, and the rear wing 24 may all be in a state of landing, facilitating take-off again.

As shown in fig. 8, in order to save the parking space occupied by the utility aircraft 100, the utility aircraft 100 further includes a folding structure 5 by which the main wing body 231 is foldable to be parallel to the axis of the fuselage. In this embodiment, the folding structure 5 is a hinge, and the folding structure 5 is connected to the main wing body 231 and the rotating base 42, respectively. The folding and unfolding of the main wing body 231 may be performed manually or may be driven by a driver. The front wing body 221, main wing body 231, and rear wing body 241 are all aligned parallel to the axis of the fuselage to reduce the footprint of the utility aircraft 100.

As shown in fig. 9, when the utility aircraft 100 is in a shutdown state, the main wing body 231 and the rear wing body 241 can be adjusted to be parallel to the axis of the fuselage, the main wing body 231 is rotated towards the tail, and the included angle between the main wing body 231 and the axis of the fuselage is 30 °, so as to further reduce the occupied space of the utility aircraft 100.

According to an alternative solution of the present application, the installation heights of the front wing 22, the main wing 23 and the rear wing 24 are sequentially reduced. The height of the front wing body 221 relative to the bottom surface of the base 21 is greater than the height of the main wing body 231 relative to the bottom surface of the base 21, and the height of the main wing body 231 relative to the bottom surface of the base 21 is greater than the height of the rear wing body 241 relative to the bottom surface of the base 21, so that the aerodynamic performance of the front wing 22, the main wing 23 and the rear wing 24 is prevented from being influenced, and the operation efficiency of the aircraft is improved.

As shown in fig. 1, a multi-purpose aircraft 100 may be used as a passenger aircraft by optionally providing a plurality of seats 11 in the fuselage 1.

As shown in fig. 10, an openable door 12 is optionally provided at the nose of the fuselage 1, the door 12 can be used for loading and unloading cargo, the multi-purpose aircraft 100 can be used as an unmanned cargo aircraft, and the flight control device 13 associated with unmanned cargo is installed under the floor of the fuselage 1.

As shown in fig. 11, optionally, a photoelectric scout pod 14 is provided at the nose of the fuselage 1, and a weapon mount 15, such as a missile launching mount, is provided at the side of the fuselage 1. The multipurpose aircraft 100 can be used as a scouting and hitting integrated unmanned aerial vehicle, and realizes integration of ground scouting and ground hitting.

In the embodiment, the rear parts of the manned fuselage, the freight fuselage and the scouting and printing integrated fuselage are basically consistent, so that most of manufacturing tooling molds of various fuselages can be shared, and the serialized development cost of the airplane is greatly reduced.

The multipurpose aircraft of this embodiment can realize short distance take-off and land and take-off and land perpendicularly, has the advantage of fixed wing aircraft and helicopter concurrently, adopts oil-electricity mixture or full electric propulsion mode, has greatly promoted fuel economy. Meanwhile, the electric propulsion system is used, so that the noise level of the airplane is greatly reduced, the airplane can run over the city, and when the airplane finishes an aerial assault task as a survey and shoot integrated machine, the noise level is reduced, and the concealment performance of the airplane is improved.

The multipurpose aircraft adopts the modular design, and fuselage and wing are as two independent modules, can use different fuselages to be connected with the wing according to different demands, save research and development manufacturing cost. The wings of different functional machine types can be shared, the fuselage shares most of tooling molds required by production and manufacturing, and the research and development manufacturing cost can be greatly saved.

The embodiments of the present application are described in detail above. The principle and the implementation of the present application are explained herein by applying specific examples, and the above description of the embodiments is only used to help understand the technical solutions and the core ideas of the present application. Therefore, the person skilled in the art should, according to the idea of the present application, change or modify the embodiments and applications of the present application based on the scope of protection of the present application. In summary, this summary should not be construed as a limitation on the present application.

Claims

1. A multi-purpose aircraft, comprising: a fuselage and a wing, the wing comprising:

the base is arranged at the top of the machine body;

the front wing comprises a front wing body and a first rotor wing, the front wing body is hinged with the base, the first rotor wing is arranged on the front wing body, and the axis of the first rotor wing is parallel to the take-off and landing directions of the multipurpose aircraft;

the main wing comprises a main wing body and a second rotor wing, the main wing body is arranged on the base, and the second rotor wing is arranged on the main wing body;

the rear wing comprises a rear wing body and a third rotor wing, the rear wing body is hinged with the base, the third rotor wing is arranged on the rear wing body, and the axis of the third rotor wing is parallel to the take-off and landing direction of the multipurpose aircraft;

the front wing is located on one side, close to the nose, of the base, the rear wing is located on one side, close to the tail, of the base, and the main wing is located between the front wing and the rear wing.

2. The utility aircraft of claim 1, further comprising a drive structure that drives the main wing body in rotation to adjust the axis of the second rotor parallel to the axis of the fuselage or parallel to the takeoff and landing direction of the utility aircraft.

3. The multi-purpose aircraft of claim 1, wherein the angle between the forward wing body and the axis of the fuselage is 30-60 ° and the angle between the aft wing body and the axis of the fuselage is 30-60 ° when the multi-purpose aircraft is in cruise mode.

4. The utility aircraft of claim 1, wherein the utility aircraft is in a cruise mode with both the front and rear wing bodies parallel to the axis of the fuselage.

5. The utility aircraft of claim 1, wherein the blades of the first and third rotors are parallel to the axis of the fuselage when the utility aircraft is in a cruise mode.

6. The utility aircraft of claim 1, further comprising a folding structure by which the main wing body can be folded to be parallel to an axis of the fuselage.

7. The utility aircraft of claim 1, characterized in that the mounting heights of the front, main and rear wings decrease in sequence.

8. The utility aircraft of claim 1, wherein a plurality of seats are provided in the fuselage.

9. The multi-purpose aircraft as claimed in claim 1, wherein the fuselage is provided with a hatch for loading and unloading cargo.

10. The utility aircraft of claim 1, wherein the fuselage is provided with a photoelectric scout pod and a weapon pylon.