CN114180049A

CN114180049A - Box-shaped composite wing aircraft

Info

Publication number: CN114180049A
Application number: CN202111236321.8A
Authority: CN
Inventors: 邓云娣
Original assignee: Shanghai Xinyuncai Aviation Technology Co ltd
Current assignee: Shanghai Xinyuncai Aviation Technology Co ltd
Priority date: 2021-10-22
Filing date: 2021-10-22
Publication date: 2022-03-15
Anticipated expiration: 2041-10-22
Also published as: CN114180049B

Abstract

The invention relates to the technical field of aircrafts, and discloses a box-shaped composite wing aircraft, which comprises: a body; a vertical tail wing disposed at an upper side of the body; the box-shaped wing comprises two front wings, two rear wings and two side wings; the side wall support comprises two side wall support plates, two side wall front support rods and two side wall rear support rods; the propeller system is arranged on the side wall front supporting rod and the side wall rear supporting rod and/or on the aircraft body and is used for providing flying power for the aircraft; the power system is arranged on the machine body and/or the side wall supporting plate and is in driving connection with the propeller system; and the landing gear is arranged on the lower side of the fuselage and is used for providing support for the aircraft. The box-type composite wing aircraft has smaller wingspan size under the condition of the same flight performance as the conventional layout composite wing aircraft.

Description

Box-shaped composite wing aircraft

Technical Field

The invention relates to the technical field of aircrafts, in particular to a box-shaped composite wing aircraft.

Background

The composite wing aircraft has the vertical take-off and landing capability and the horizontal flying capability, is not limited by places, is flexible to use, and is rapidly developed and applied.

However, most of the existing composite wing aircrafts are developed on the basis of conventional layout fixed wing aircrafts, the wingspan of the existing composite wing aircrafts is large in order to ensure good horizontal flight performance, although a runway is not needed, the large wingspan size of the existing composite wing aircrafts also puts high requirements on take-off and landing sites, and further development of the existing composite wing aircrafts towards large scale is influenced.

Disclosure of Invention

In order to solve the technical problem, the invention provides a box-type composite wing aircraft which has a smaller wingspan size under the condition of the same flight performance as that of a conventional layout composite wing aircraft.

The technical scheme provided by the invention is as follows:

a box-type composite wing aircraft comprising:

a body;

a vertical tail wing disposed at an upper side of the body;

the box-shaped wing comprises two front wings, two rear wings and two side wings, the two front wings are respectively positioned on two sides of the fuselage and are respectively and fixedly connected with the fuselage, the two rear wings are respectively positioned on two sides of the fuselage and are respectively and fixedly connected with the fuselage or the vertical tail wing, and the two front wings are respectively and fixedly connected with the rear wings on the corresponding sides through the side wings;

the side wall support comprises two side wall support plates, two side wall front support rods and two side wall rear support rods, the two side wall support plates are respectively positioned on two sides of the fuselage and are respectively connected and fixed with the front wing and the rear wing on two sides, the two side wall front support rods are respectively arranged at the front parts of the two side wall support plates, and the two side wall rear support rods are respectively arranged at the rear parts of the two side wall support plates;

the propeller system is arranged on the side wall front supporting rod and the side wall rear supporting rod and/or on the aircraft body and is used for providing flying power for the aircraft;

the power system is arranged on the machine body and/or the side wall supporting plate and is in driving connection with the propeller system;

and the landing gear is arranged on the lower side of the fuselage and is used for providing support for the aircraft.

In the technical scheme, the characteristics of large wing area and good structural stress of the box-shaped wing are utilized, so that the wingspan size of the aircraft can be reduced and the space requirement on a take-off and landing site is reduced under the condition of the same low-speed flight performance.

Further preferably, the propeller system includes propeller and a plurality of rotor subassembly, the propeller setting is in on the fuselage, and with driving system connects, be used for the aircraft provides horizontal flight's power, a plurality of rotor subassembly sets up respectively two on the bracing piece before the lateral wall with the bracing piece behind the lateral wall, and respectively with driving system connects, be used for the aircraft provides the power of vertical take-off and landing.

Among this technical scheme, provide the power of vertical take-off and landing for the aircraft through setting up the rotor subassembly, set up the propeller and provide horizontal flight's power for the aircraft.

Further preferably, the rotor system includes a plurality of rotor subassembly and a plurality of rotor driver that verts, a plurality of the rotor subassembly respectively with driving system and corresponding the rotor driver drive that verts is connected, a plurality of the rotor driver that verts is installed respectively before the lateral wall bracing piece or on the bracing piece behind the lateral wall, the rotor driver drive that verts the rotor subassembly rotates and further changes the orientation of rotor subassembly, the driving system drive the rotor subassembly work provides the power of flight for the aircraft.

Among this technical scheme, compare with one set of technical scheme before, through increasing the rotor driver that verts make the rotor subassembly can forward vert and realize horizontal flight, cancelled the propeller structure, can alleviate structure weight.

Further preferably, the rotor assembly includes one or two prop-rotors;

the rotor propeller is an axial propeller or a shaftless propeller;

and/or the prop-rotor is in a variable pitch form or in a fixed pitch form;

and/or each prop-rotor has no less than two blades.

Further preferably, the rotor assembly includes two prop-rotors, the two prop-rotors being counter-rotating or co-rotating.

Further preferably, the front wing comprises a front inner wing and a front outer wing, one end of the front inner wing is fixedly connected with the fuselage, the other end of the front inner wing is fixedly connected with the side wall supporting plate, one end of the front outer wing is detachably connected with the side wall supporting plate, and the other end of the front outer wing is detachably connected with the side wing;

the rear wing comprises a rear inner wing and a rear outer wing, one end of the rear inner wing is fixedly connected with the fuselage or the vertical tail wing, the other end of the rear inner wing is fixedly connected with the side wall supporting plate, one end of the rear outer wing is detachably connected with the side wall supporting plate, and the other end of the rear outer wing is detachably connected with the side wing.

In this technical scheme, through carrying out segmentation detachable design with preceding wing and back wing, can realize selecting different combination schemes according to the difference of flight task: when a low-speed long-endurance flight task is executed, the outer wings of the front wing and the rear wing are installed, so that the aircraft has good low-speed flight characteristics; when a high-speed flight task is executed, the outer wings of the front wing and the rear wing are disassembled, so that the weight of the aircraft is reduced, the flight resistance is reduced, and the flight speed of the aircraft is improved.

Further preferably, the power system comprises:

an electric motor drivingly connected to the rotor assembly and/or the propeller, respectively;

a battery system disposed within the body and/or the sidewall support plate and coupled to the motor for providing electrical power.

Further preferably, the power system further comprises:

an engine in driving communication with the propeller, the motor in driving communication with the rotor assembly;

a generator drivingly connected to the engine, and electrically connected to the battery system.

Further preferably, the power system further comprises a planetary gear set:

the planetary gear set comprises a sun gear, a planetary gear, a planet carrier and a gear ring, the sun gear is positioned in the center of the gear ring, the planetary gear is positioned between the gear ring and the sun gear and is respectively meshed with the gear ring and the sun gear, the planet carrier is connected with the planetary gear, and the sun gear, the gear ring and the planet carrier are coaxially arranged;

the sun gear is in driving connection with the engine, the planet carrier is in driving connection with the propeller, and the gear ring is in driving connection with the generator;

or the sun gear is in driving connection with the engine, the planet carrier is in driving connection with the generator, and the gear ring is in driving connection with the propeller;

or the sun gear is in driving connection with the propeller, the planet carrier is in driving connection with the engine, and the gear ring is in driving connection with the generator;

or the sun gear is in driving connection with the propeller, the planet carrier is in driving connection with the generator, and the gear ring is in driving connection with the engine;

or the sun gear is in driving connection with the generator, the planet carrier is in driving connection with the propeller, and the gear ring is in driving connection with the engine;

or the sun gear is in driving connection with the generator, the planet carrier is in driving connection with the engine, and the gear ring is in driving connection with the propeller.

Further preferably, the planetary gear set further includes:

the first locker is connected with a rotating shaft of the engine;

and/or a second locking device which is connected with a rotating shaft of the generator;

and/or a third lock connected to the pusher.

Compared with the prior art, the box-type composite wing aircraft has the beneficial effects that at least one of the following effects is achieved:

1. the invention utilizes the characteristics of large wing area and good structural stress of the box-shaped wing to ensure that the wingspan size of the aircraft can be reduced and the space requirement on a take-off and landing site is reduced under the condition of the same low-speed flight performance;

2. the front rotor assembly and the rear rotor assembly are connected through the side wall support, so that the tension of the front rotor assembly and the rear rotor assembly in the vertical direction is balanced at the side wall support relative to the additional bending moment of the wing, and the influence of the additional bending moment on the wing is eliminated;

3. the rotor wing assembly is driven by the motor, although the energy density of the battery is low at present, the power required by the aircraft during vertical takeoff and landing is large, the total time of the aircraft during vertical takeoff and landing is short, the required total energy is not large, and the total weight of the battery system is light; the unit weight power of the motor is very high, so that the motor is very suitable for the high explosive power requirement of the aircraft in the vertical take-off and landing stage; the battery system and the motor are matched for use, so that the overall weight of the power system can be reduced under the condition of the same vertical take-off and landing weight, and the effective task load is improved;

4. by arranging the planetary gear set to carry out power distribution and power coupling, the aircraft can be freely switched among modes such as range extending mode, oil-electricity simultaneous driving, pure oil driving and the like when flying horizontally, the fuel efficiency is improved, and the flying time and the flying mileage are further improved.

Drawings

The foregoing features, technical features, advantages and embodiments are further described in the following detailed description of the preferred embodiments, which is to be read in connection with the accompanying drawings.

Fig. 1 is a plan view of a box-type composite wing aircraft according to a first embodiment;

fig. 2 is a front view of the box-type composite wing aircraft according to the first embodiment;

FIG. 3 is a side view of a box-type composite wing aircraft according to a first embodiment;

FIG. 4 is a first power scheme of the box-type composite wing aircraft of the first embodiment;

FIG. 5 is a second power scheme of the box-type composite wing aircraft of the first embodiment;

FIG. 6 is a third power scheme of the box-type composite wing aircraft according to the first embodiment;

FIG. 7 is a fourth power scheme of the box-type composite wing aircraft of the first embodiment;

FIG. 8 is a schematic transmission diagram of the planetary gear set of the first embodiment;

FIG. 9 is a vertical take-off and landing state front view of the box-type composite wing aircraft according to the second embodiment;

FIG. 10 is a vertical take-off and landing state side view of the box-type composite wing aircraft according to the second embodiment;

FIG. 11 is a plan view of the box-type composite wing aircraft according to the second embodiment in a vertical take-off and landing state;

FIG. 12 is a first power scheme of the box-type composite wing aircraft of the second embodiment;

FIG. 13 is a first power scheme of the box-type composite wing aircraft of the second embodiment;

FIG. 14 is a second power scheme of the box-type composite wing aircraft of the second embodiment;

FIG. 15 is a side view of the box-type composite wing aircraft according to the second embodiment in the first horizontal flight state;

FIG. 16 is a side view of the box-type composite wing aircraft according to the second embodiment in a second horizontal flight state;

FIG. 17 is a side view of the box-type composite wing aircraft according to the second embodiment in a third horizontal flight state;

FIG. 18 is a side view of the box-type composite wing aircraft according to the second embodiment in a third horizontal flight state;

FIG. 19 is a front view of the box-type composite wing aircraft of the second embodiment in a state where the outer wings are removed;

FIG. 20 is a side view of the box-type composite wing aircraft of the second embodiment in a state where the outer wings are removed;

fig. 21 is a top view of the box-type composite wing aircraft according to the second embodiment in a state where the outer wing is removed.

The reference numbers illustrate:

10. a body; 11. a front section of the fuselage; 12. a middle fuselage section; 13. a rear section of the fuselage; 20. a vertical tail; 21. a vertical tail fin stabilizer; 22. a vertical tail fin active surface; 30. a box wing; 31. a front wing; 311. a front inner wing; 3111. a front inner wing box; 3112. front inner wing leading edge flaps/slats; 3113. a front inner wing trailing edge flap/slat; 312. a front outer wing; 3121. a front outer wing box; 3122. front outer wing leading edge flaps/slats; 3123. a front outer wing aileron; 32. a rear wing; 321. a rear inner wing; 3211. a rear inner wing box; 3212. rear inner wing trailing edge flaps/slats; 322. a rear outer wing; 3221. a rear outer wing box; 3222. a rear outer wing aileron; 33. a side wing; 331. side wing stabilizing surfaces; 332. a flank movable surface; 34. a sidewall support; 341. a sidewall support plate; 342. a sidewall front strut; 343. a side wall rear support bar; 344. a side wall movable surface; 40. a landing gear; 50. a rotor assembly; 51. a prop-rotor; 52. a rotor tilt actuator; 60. a propeller; 61. a propeller of a thruster; 62. a propeller drive shaft; 70. power system, 71, battery system; 72. an electric motor; 73. an engine; 74. a generator; 75. a planetary gear set; 751. a sun gear; 752. a planet wheel; 753. a planet carrier; 754. a ring gear; 755. a first latch; 756. a second locker; 757. and a third lock.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. However, it will be apparent to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

It will be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

For the sake of simplicity, the drawings only schematically show the parts relevant to the present invention, and they do not represent the actual structure as a product. In addition, in order to make the drawings concise and understandable, components having the same structure or function in some of the drawings are only schematically illustrated or only labeled. In this document, "one" means not only "only one" but also a case of "more than one".

It should be further understood that the term "and/or" as used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

In the embodiments shown in the drawings, the directions such as up, down, left, right, front, and rear are used to explain the structure and movement of various components of the present invention not absolutely but relatively. These illustrations are appropriate when these components are in the positions shown in the figures. If the description of the positions of these components changes, the indication of these directions changes accordingly.

In addition, in the description of the present application, the terms "first", "second", and the like are used only for distinguishing the description, and are not intended to indicate or imply relative importance.

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following description will be made with reference to the accompanying drawings. It is obvious that the drawings in the following description are only some examples of the invention, and that for a person skilled in the art, other drawings and embodiments can be derived from them without inventive effort.

[ EXAMPLES one ]

As shown in fig. 1 to 8, the present embodiment provides a box-type composite wing aircraft including a fuselage 10, box wings 30, a vertical tail 20, a number of rotor assemblies 50, propellers 60, a power system 70, and a landing gear 40. Wherein the vertical rear wing 20 is provided at an upper side of the body 10. The box-shaped wing 30 comprises two front wings 31, two rear wings 32, two side wings 33 and two side wall supports 34, wherein the two front wings 31 are respectively positioned at two sides of the fuselage 10 and are respectively fixedly connected with the fuselage 10; the two rear wings 32 are respectively positioned at two sides of the fuselage 10 and are respectively fixedly connected with the vertical tail wing 20, and the two front wings 31 are respectively fixedly connected with the rear wings 32 at the corresponding sides through side wings 33; two sidewall supports 34 are respectively located at two sides of the fuselage 10, and are respectively fixedly connected with the two front wings 31 and the rear wings 32 at the corresponding sides. A plurality of rotor assemblies 50 are disposed fore and aft of the two sidewall supports 34, respectively, for providing vertical takeoff and landing power for the aircraft. A propeller 60 is provided on the fuselage 10 for powering the aircraft for horizontal flight. A power system 70 is disposed on fuselage 10 and/or sidewall support 34 and is drivingly connected to a plurality of rotor assemblies 50 and propellers 60. Landing gear 40 is provided on the underside of the fuselage 10 for providing support for the aircraft.

Specifically, as shown in fig. 1 to 3, the fuselage 10 includes a front fuselage section 11 disposed at the front of the fuselage, a middle fuselage section 12 disposed at the middle of the fuselage, and a rear fuselage section 13 disposed at the rear of the fuselage. The vertical tail 20 comprises a vertical tail stabilizing surface 21 and a vertical tail movable surface 22, the vertical tail stabilizing surface 21 is fixedly connected to the upper portion of the rear section 12 of the fuselage, and the vertical tail movable surface 22 is arranged on the rear edge of the vertical tail stabilizing surface 21, is hinged to the vertical tail stabilizing surface 21 and can rotate left and right around a rotating shaft. Two front wings 31 are arranged at the lower part of the middle fuselage section 12, two rear wings 32 are arranged at the top of the vertical tail fin stabilizer 21, and two side wings 33 are respectively connected with the corresponding front wings 31 and the corresponding rear wings 32. Front wing 31 provides lift for the aircraft, rear wing 32 provides lift and pitch maneuvering moments for the aircraft, side wing 33 may provide lateral forces for the aircraft, side wing 33 is used in conjunction with vertical tail 20, and side wing 33 includes side wing stabilizing surface 331 and side wing active surface 332, which provide lateral stability and maneuverability for the aircraft. The sidewall support 34 includes sidewall support plates 341, sidewall front support rods 342, and sidewall rear support rods 343, the two sidewall support plates 341 are respectively located at two sides of the fuselage 10, and are respectively connected and fixed with the front wing 31 and the rear wing 32 at two sides, the two sidewall front support rods 342 are respectively installed at the front portions of the two sidewall support plates 341, and the two sidewall rear support rods 343 are respectively installed at the rear portions of the two sidewall support plates 341. The propeller 60 is disposed at the rear of the rear section 13 of the fuselage to provide power for the horizontal flight of the aircraft. At least 1 rotor assembly 50 is disposed on each of sidewall forward support bar 342 and root sidewall aft support bar 343. The landing gear 40 is a wheeled landing gear, or a skid landing gear.

In the embodiment, when the aircraft takes off and lands, the plurality of rotor assemblies 50 work to provide lift force and operating torque and control the aircraft to take off and land stably, and the aircraft has the same vertical take-off and landing capacity as a multi-rotor aircraft; when the aircraft vertically flies, rotates and flies horizontally, the plurality of rotor assemblies 50 and the propeller 60 work in a matching mode, so that when the aircraft horizontally accelerates to the speed at which the box-shaped wings generate enough lift force, the plurality of rotor assemblies 50 stop working, the propeller 60 continuously pushes the aircraft to cruise and fly, and the cruise flight capability of the aircraft is the same as that of a fixed-wing aircraft.

Further, as shown in fig. 1 to 3, the front wing 31 includes a front inner wing 311 and a front outer wing 312, the front inner wing 311 includes a front inner wing box 3111 and a front inner wing trailing edge flap/slat 3113, the front inner wing box 3111 is a main stressed structural member of the front inner wing 311, one end of the front inner wing box 3111 is fixedly connected to the middle section 12 of the fuselage, the other end of the front inner wing box 3113 is fixedly connected to the lower end of the side wall supporting plate 341, and the front inner wing trailing edge flap/slat 3113 is disposed at the trailing edge of the front inner wing box 3111; front inner wing 311 also includes a front inner wing leading edge flap/slat 3112, which is disposed at a leading edge of front inner wing box 3111. The front outer wing 312 comprises a front outer wing box 3121 and a front outer wing aileron 3123, the front outer wing box 3121 is a main stressed structural member of the front outer wing 312, one end of which is detachably connected to the lower end of the sidewall support plate 341, the other end of which is fixedly connected to the lower end of the sidewall support plate 341, and the front outer wing aileron 3123 is disposed at the rear edge of the front outer wing box 3121; the front outer wing 312 also includes a front outer wing leading edge flap/slat 3122, the front outer wing leading edge flap/slat 3122 being disposed at a leading edge of the front outer wing box 3121.

The rear wing 32 includes a rear inner wing 321 and a rear outer wing 322, the rear inner wing 321 includes a rear inner wing box 3211 and a rear inner wing trailing edge flap/slat 3212, the rear inner wing box 3211 is a main stressed structural member of the rear inner wing 321, one end of the rear inner wing box is fixedly connected to the middle section 12 of the fuselage, the other end of the rear inner wing box is fixedly connected to the upper end of the side wall supporting plate 341, and the rear inner wing trailing edge flap/slat 3212 is disposed at the rear edge of the rear inner wing box 3211. The rear outer wing 322 includes a rear outer wing box 3221 and a rear outer wing flap 3222, the rear outer wing box 3221 is a main stressed structural member of the rear outer wing 322, one end of the rear outer wing box 3221 is detachably connected to the upper end of the sidewall supporting plate 341, the other end of the rear outer wing box 3221 is fixedly connected to the upper end of the sidewall supporting plate 341, and the rear outer wing flap 3222 is disposed at the rear edge of the rear outer wing box 3221.

Further, rotor assembly 50 includes a prop-rotor 51, prop-rotor 51 may be in the form of an axial propeller or a shaftless propeller; prop-rotor 51 may be of adjustable pitch type or of fixed pitch type, preferably of adjustable pitch type; the number of blades of each set of prop-rotor 51 is 2 or more; each rotor assembly 50 includes one or two prop-rotors 51.

As shown in fig. 4, the propeller 60 includes a propeller 61 and a propeller drive shaft 62, and one end of the propeller drive shaft 62 is connected to the power system 70 in a driving manner, and the other end thereof penetrates through the casing of the rear body section 13 and is connected to the propeller 61 in a driving manner. The propeller 61 is used for generating backward thrust to propel the aircraft to fly horizontally.

Power system 70 is used to drive rotor assembly 50 and propeller 60. There are several implementations of the power system 70:

in a first implementation, as shown in fig. 4, the power system 70 is an electric-only mode, and includes a battery system 71 and an electric motor 72, where the battery system 71 is disposed in the fuselage and/or in the sidewall support 34; the motor 72 is electrically connected to the battery system 71 and is drivingly connected to the rotor assembly 50 and the propeller 60.

In a second implementation, as shown in fig. 5, the power system 70 is in a hybrid mode and includes a battery system 71, a motor 72 and a motor 73, the battery system 71 being disposed in the fuselage and/or in the sidewall support 34; the motor 72 is electrically connected to the battery system 71 and is in driving connection with the rotor assembly 50; the motor 73 is drivingly connected to the propeller 60.

In a third implementation manner, as shown in fig. 6, based on the second implementation manner, the power system 70 further includes a generator 74, and the generator 74 is in driving connection with the engine 73, and preferably, the generator 74 is an electric/power generation integrated type.

In a fourth implementation manner, as shown in fig. 7 and 8, based on the third implementation manner, the power system 70 further includes a planetary gear set 75, the planetary gear set 75 includes a sun gear 751, a planet gear 752, a planet carrier 753, and a ring gear 754, the sun gear 751 is located at the center of the ring gear 754, the planet gear 752 is located between the ring gear 754 and the sun gear 751 and is meshed with the ring gear 754 and the sun gear 751 respectively, the planet carrier 753 is connected with the planet gear 752, and the sun gear 751, the ring gear 754, and the planet carrier 753 are all coaxially arranged. The sun gear 751 is in driving connection with the engine 73, the planet carrier 753 is in driving connection with the rotating shaft of the propeller transmission shaft 62, and the gear ring 754 is in driving connection with the generator 74; or, the sun gear 751 is in driving connection with the engine 73, the planet carrier 753 is in driving connection with the generator 74, and the ring gear 754 is in driving connection with the rotating shaft of the propeller transmission shaft 62; or, the sun gear 751 is in driving connection with the rotating shaft of the propeller transmission shaft 62, the planet carrier 753 is in driving connection with the rotating shaft of the engine 73, and the gear ring 754 is in driving connection with the generator 74; or, the sun gear 751 is in driving connection with the rotating shaft of the propeller transmission shaft 62, the planet carrier 753 is in driving connection with the generator 74, and the gear ring 754 is in driving connection with the engine 73; or, the sun gear 751 is in driving connection with the generator 74, the planet carrier 753 is in driving connection with the rotating shaft of the propeller transmission shaft 62, and the gear ring 754 is in driving connection with the engine 73; alternatively, sun gear 751 is drivingly connected to generator 74, carrier 753 is drivingly connected to engine 73, and ring gear 754 is drivingly connected to the shaft of propeller drive shaft 62. By arranging the planetary gear set 75 to carry out power distribution and power coupling, the aircraft can be freely switched among modes such as pure electric mode, extended range mode, oil-electricity simultaneous driving mode and pure oil driving mode when flying horizontally, the fuel efficiency is improved, and the endurance time and the endurance mileage are further improved.

Further, as shown in fig. 8, in the fourth implementation, the planetary gear set 75 further includes a first locker 755, a second locker 756, and a third locker 757, the first locker 755 is connected to a rotating shaft of the engine 73, the second locker 756 is connected to a rotating shaft of the generator 74, and the third locker 757 is connected to a rotating shaft of the propeller drive shaft 62. The first locker 755, the second locker 756 and the third locker 757 may be used to control whether the rotation shafts of the engine 73, the generator 74 and the propeller drive shaft 62 are operated, respectively.

When the aircraft is in a vertical takeoff and landing state, if the aircraft is in an engine range extending working mode, the third locker 757 is locked, the first locker 755 and the second locker 756 are unlocked, the rotating shaft of the propeller transmission shaft 62 does not work, the engine 73 drives the generator 74 to generate electricity through the planetary gear set 75 and transmits the electricity to the battery system 71, the battery system 71 distributes the electricity to the motor 72 at the box-shaped wing 30, the motor 72 drives the corresponding rotor wing assembly 50 to work, and the rotor wing assembly 50 generates downward thrust to push the aircraft to vertically take off or land; if the electric vehicle is in the pure electric mode, the first locker 755, the second locker 756 and the third locker 757 are all locked, the engine does not work, and the battery system 71 provides electric energy for the electric motor 72 to drive the rotor assembly 50 to work.

When the aircraft is in a horizontal flight state, if the aircraft is in an engine direct-drive mode, the second locker 756 is locked, the first locker 755 and the third locker 757 are released, the engine 73 drives the rotating shaft of the propeller transmission shaft 62 to rotate through the planetary gear set 75, and drives the propeller 61 of the propeller to work to generate backward thrust to push the aircraft to fly horizontally; if the engine is in the direct-drive and charging mode, the first locker 755, the second locker 756 and the third locker 757 are all released, the engine 73 drives the rotating shaft of the propeller transmission shaft 62 to rotate through the planetary gear set 75, so as to drive the propeller 61 of the propeller to work and drive the generator 74 to work, and the generator 74 generates power and transmits the power to the battery system 71; if the electric vehicle is in the pure electric operation mode, the first locker 755 is locked, the second locker 756 and the third locker 757 are unlocked, and the generator 74 is in the motor operation mode, and drives the rotating shaft of the propeller transmission shaft 62 to rotate through the planetary gear set 75, so as to drive the propeller 61 to operate.

[ example two ]

On the basis of the above embodiments, as shown in fig. 9 to 21, the present embodiment provides a box-type composite wing aircraft, which includes a fuselage 10, box wings 30, a vertical tail 20, a plurality of rotor assemblies 50, a power system 70, and a landing gear 40. Wherein the vertical rear wing 20 is provided at an upper side of the body 10. The box-shaped wing 30 comprises two front wings 31, two rear wings 32, two side wings 33 and two side wall supports 34, wherein the two front wings 31 are respectively positioned at two sides of the fuselage 10 and are respectively fixedly connected with the fuselage 10; the two rear wings 32 are respectively positioned at two sides of the fuselage 10 and are respectively fixedly connected with the vertical tail wing 20, and the two front wings 31 are respectively fixedly connected with the rear wings 32 at the corresponding sides through side wings 33; two sidewall supports 34 are respectively located at two sides of the fuselage 10, and are respectively fixedly connected with the two front wings 31 and the rear wings 32 at the corresponding sides. A plurality of rotor assemblies 50 are disposed fore and aft of the two sidewall supports 34, respectively, for providing vertical takeoff and landing as well as horizontal flight power for the aircraft. Power system 70 is disposed on fuselage 10 and/or sidewall support 34 and is drivingly connected to a plurality of rotor assemblies 50. Landing gear 40 is provided on the underside of the fuselage 10 for providing support for the aircraft.

Specifically, as shown in fig. 9 to 11, the fuselage 10 includes a front fuselage section 11 disposed at the front of the fuselage, a middle fuselage section 12 disposed at the middle of the fuselage, and a rear fuselage section 13 disposed at the rear of the fuselage. The vertical tail 20 comprises a vertical tail stabilizing surface 21 and a vertical tail movable surface 22, the vertical tail stabilizing surface 21 is fixedly connected to the upper portion of the rear section 12 of the fuselage, and the vertical tail movable surface 22 is arranged on the rear edge of the vertical tail stabilizing surface 21, is hinged to the vertical tail stabilizing surface 21 and can rotate left and right around a rotating shaft. Two front wings 31 are arranged at the lower part of the middle fuselage section 12, two rear wings 32 are arranged at the top of the vertical tail fin stabilizer 21, and two side wings 33 are respectively connected with the corresponding front wings 31 and the corresponding rear wings 32. Front wing 31 provides lift for the aircraft, rear wing 32 provides lift and pitch maneuvering moments for the aircraft, side wing 33 may provide lateral forces for the aircraft, side wing 33 is used in conjunction with vertical tail 20, and side wing 33 includes side wing stabilizing surface 331 and side wing active surface 332, which provide lateral stability and maneuverability for the aircraft. The sidewall support 34 includes sidewall support plates 341, sidewall front support rods 342, and sidewall rear support rods 343, the two sidewall support plates 341 are respectively located at two sides of the fuselage 10, and are respectively connected and fixed with the front wing 31 and the rear wing 32 at two sides, the two sidewall front support rods 342 are respectively installed at the front portions of the two sidewall support plates 341, and the two sidewall rear support rods 343 are respectively installed at the rear portions of the two sidewall support plates 341. Rotor assembly 50 includes proprotor 51 and rotor tilt actuators 52, proprotor 51 is drivingly connected to motor 72 and is mounted to sidewall support member 34 via rotor tilt actuators 52, at least 1 rotor assembly 50 is disposed on each of sidewall front support bar 342 and root sidewall rear support bar 343, wherein proprotor 51 of rotor assembly 50 disposed forward of sidewall front support bar 342 is mounted upward, proprotor 51 of rotor assembly 50 disposed aft of sidewall rear support bar 343 is mounted downward, or proprotors 51 of all rotor assemblies 50 are mounted upward. The landing gear 40 is a wheeled landing gear, or a skid landing gear.

In the embodiment, when the aircraft takes off and lands, the plurality of rotor assemblies 50 work to provide lift force and operating torque and control the aircraft to take off and land stably, and the aircraft has the same vertical take-off and landing capacity as a multi-rotor aircraft; during vertical takeoff, when rotating in a flat plane, rotor assembly 50 disposed forward of sidewall forward strut 342 is tilted forward, and/or rotor assembly 50 disposed aft of sidewall aft strut 343 is tilted rearward, as shown in fig. 15-18, to enable the aircraft to fly horizontally forward, with the same cruising flight capability as that of a fixed-wing aircraft.

Further, as shown in fig. 9 to 11, the front wing 31 includes a front inner wing 311 and a front outer wing 312, the front inner wing 311 includes a front inner wing box 3111 and a front inner wing trailing edge flap/slat 3113, the front inner wing box 3111 is a main stressed structural member of the front inner wing 311, one end of the front inner wing box 3111 is fixedly connected to the middle section 12 of the fuselage, the other end of the front inner wing box 3113 is fixedly connected to the lower end of the side wall supporting plate 341, and the front inner wing trailing edge flap/slat 3113 is disposed at the trailing edge of the front inner wing box 3111; front inner wing 311 also includes a front inner wing leading edge flap/slat 3112, which is disposed at a leading edge of front inner wing box 3111. The front outer wing 312 comprises a front outer wing box 3121 and a front outer wing aileron 3123, the front outer wing box 3121 is a main stressed structural member of the front outer wing 312, one end of which is detachably connected to the lower end of the sidewall support plate 341, the other end of which is fixedly connected to the lower end of the sidewall support plate 341, and the front outer wing aileron 3123 is disposed at the rear edge of the front outer wing box 3121; the front outer wing 312 also includes a front outer wing leading edge flap/slat 3122, the front outer wing leading edge flap/slat 3122 being disposed at a leading edge of the front outer wing box 3121.

Further, the side wall support 34 further includes a side wall movable surface 344, as shown in fig. 20, the side wall movable surface 344 is disposed at a rear edge of the side wall support plate 341, and is hinged to the side wall support plate 341 to be rotatable left and right about the rotation axis.

In this embodiment, through carrying out segmentation detachable design with preceding wing and back wing, can realize selecting different combination schemes according to the difference of flight task: when a low-speed long-endurance flight task is executed, the front outer wing and the rear outer wing are installed, so that the wing area of the aircraft is increased, and the aircraft has good low-speed flight characteristics; when a high-speed flight task is executed, the front outer wing and the rear outer wing are disassembled, as shown in fig. 19 to 21, so that the weight of the aircraft is reduced, the flight resistance is reduced, and the flight speed of the aircraft is increased.

Further, prop-rotor 51 may be in the form of an axial propeller or a shaftless propeller; prop-rotor 51 may be of adjustable pitch type or of fixed pitch type, preferably of adjustable pitch type; the number of blades of each set of prop-rotor 51 is 2 or more; each rotor assembly 50 includes one or two prop-rotors 51.

Power system 70 is used to drive rotor assembly 50. There are several implementations of the power system 70:

in a first implementation, as shown in fig. 12 and 13, the power system 70 is an electric-only mode, and includes a battery system 71 and an electric motor 72, the battery system 71 being disposed in the fuselage and/or in the sidewall support 34; the motor 72 is electrically connected to the battery system 71 and is drivingly connected to the rotor assembly 50.

In a second implementation, as shown in fig. 14, the power system 70 is in a hybrid mode and includes a battery system 71, an electric motor 72, an engine 73, and a generator 74, the battery system 71 being disposed in the fuselage and/or in the sidewall support 34; the motor 72 is electrically connected to the battery system 71 and is in driving connection with the rotor assembly 50; the motor 73 is drivingly connected to the propeller 60.

In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or recited in detail in a certain embodiment.

It should be noted that the above embodiments can be freely combined as necessary. The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.

Claims

1. A box-type composite wing aircraft, comprising:

a body;

a vertical tail wing disposed at an upper side of the body;

2. The box-type composite wing aircraft according to claim 1, characterized in that:

the propeller system includes propeller and a plurality of rotor subassembly, the propeller sets up on the fuselage, and with driving system connects, be used for the aircraft provides horizontal flight's power, a plurality of the rotor subassembly sets up two respectively before the lateral wall bracing piece with on the bracing piece behind the lateral wall, and respectively with driving system connects, be used for the aircraft provides the power of vertical take-off and landing.

3. The box-type composite wing aircraft according to claim 1, characterized in that:

the propeller system includes a plurality of rotor subassembly and a plurality of rotor driver that verts, a plurality of the rotor subassembly respectively with driving system and corresponding the rotor driver drive that verts is connected, a plurality of the rotor driver that verts is installed respectively bracing piece before the lateral wall or on the bracing piece behind the lateral wall, the rotor driver drive that verts the rotor subassembly rotates and then changes the orientation of rotor subassembly, driving system drives the work of rotor subassembly provides the power of flight for the aircraft.

4. The box-type composite wing aircraft according to claim 2 or 3, characterized in that:

the rotor assembly includes one or two prop-rotors;

the rotor propeller is an axial propeller or a shaftless propeller;

and/or the prop-rotor is in a variable pitch form or in a fixed pitch form;

and/or each prop-rotor has no less than two blades.

5. The box-type composite wing aircraft according to claim 4, characterized in that:

the rotor assembly includes two prop-rotors, both of which rotate in opposite directions or in the same direction.

6. The box-type composite wing aircraft according to any one of claims 1 to 3, characterized in that:

the front wing comprises a front inner wing and a front outer wing, one end of the front inner wing is fixedly connected with the fuselage, the other end of the front inner wing is fixedly connected with the side wall supporting plate, one end of the front outer wing is detachably connected with the side wall supporting plate, and the other end of the front outer wing is detachably connected with the side wing;

7. The box-type composite wing aircraft according to claim 2 or 3, characterized in that:

the power system comprises:

8. The box-type composite wing aircraft according to claim 7, characterized in that:

the power system further comprises:

9. The box-type composite wing aircraft according to claim 8, characterized in that:

the powertrain further includes a planetary gear set:

10. The box-type composite wing aircraft according to claim 9, characterized in that:

the planetary gear set further includes:

the first locker is connected with a rotating shaft of the engine;

and/or a third lock connected to the pusher.