CN114852324A - Vertical take-off and landing passenger plane - Google Patents

Abstract

The invention discloses a vertical take-off and landing passenger plane, which comprises wings arranged above a plane body, propulsion propellers arranged at the tail end of the tail part of the plane body, horizontal tail wings arranged at two sides of the tail part of the plane body and landing gears arranged below the plane body, wherein a supporting beam extending parallel to the axis direction of the plane body is respectively connected below the wings arranged at two sides of the plane body, an electric engine room is respectively arranged at the front end and the rear end of the supporting beam, a pair of lifting propellers with coaxial reverse propellers is arranged on the electric engine room, the tail end of the supporting beam is connected on a wingtip beam of the horizontal tail wing, and the outer side of the wingtip beam is respectively provided with a yawing wing surface extending obliquely upwards and obliquely downwards. The passenger aircraft adopts the conventional layout, can take off in a sliding way like a common aircraft, and can also take off and land in a short distance or vertically. According to the invention, through more optimized design of the number, the layout and the light weight of the structural weight of the lift motors, economic benefits and reliability more suitable for passenger transportation can be obtained.

Description

Vertical take-off and landing passenger plane

Technical Field

The invention relates to a passenger aircraft, in particular to a passenger aircraft capable of vertically taking off and landing.

Background

Aircraft capable of taking off and landing vertically are generally applied to military fields, such as sparrow type aircraft, hawk tilt wing aircraft and F35, all of which are provided with power steering mechanisms, and the direction of power propulsion can be switched between a vertical take off and landing state and a normal flat flying state, so that a vertical or short take off and landing function is realized, and meanwhile, the low-fuel-consumption advantage of conventional propulsion in the flat flying state is achieved. For example, CN 112141328A discloses a vertical take-off and landing aircraft, comprising: a fuselage for transporting passengers and/or loads; a front wing connected to the body; a tail attached to the body, the tail being located rearward of the front wing in a direction of forward flight; the connecting beam is structurally connected with the front wing and the tail wing, and the connecting beam and the fuselage are arranged at intervals; and at least two propulsion units on each connecting beam, the propulsion units comprising at least one propeller and at least one drive member, preferably an electric motor, driving the propeller, and the propulsion units being arranged with the respective propeller axis in a substantially vertical direction. The electric airplane in the prior art is provided with at least six independent vertical take-off and landing motors and two horizontal propulsion motors, the number of the motors is large, the driving efficiency is not high, and the flying time of the electric airplane is limited. The unconventional layout of the aircraft is structurally very complex and lacks high reliability. In addition, the prior art description and its drawings are very simple and crude, lacking details of the connections between the specific structures. For example, the end of the connecting beam for supporting the vtol motor needs to bear very large aerodynamic impact, the torsion amplitude during the flat flight is also large, so that great vibration can be generated between the connecting beam and the wing and the tail wing, the reliability of the mechanical connection and the reliability of the electrical connection of the structure connecting position with severe vibration are very important, and the prior art has no representation, so that in the practical application process, further improvement and improvement need to be carried out on the basis of the prior art, so that the connecting beam can be applied to a real passenger traffic scene.

Disclosure of Invention

The technical problem underlying the present invention is to provide a vertical takeoff and landing passenger aircraft reducing or avoiding the aforementioned problems.

In order to solve the technical problems, the invention provides a vertical take-off and landing passenger plane, which comprises wings arranged above a plane body, propulsion propellers arranged at the tail end of the plane body, horizontal tail wings arranged at two sides of the plane body and landing gears arranged below the plane body, wherein a supporting beam extending parallel to the axis direction of the plane body is respectively connected below the wings at two sides of the plane body, an electric engine room is respectively arranged at the front end and the rear end of the supporting beam, a pair of coaxial reverse-propeller lifting propellers are arranged on the electric engine room, the tail end of the supporting beam is connected to a wingtip beam of the horizontal tail wing, and the outer side of the wingtip beam is respectively provided with a yawing wing surface extending obliquely upwards and obliquely downwards.

Preferably, at least one of said yawing airfoils is an airfoil having a steering surface or a full-motion airfoil.

Preferably, the ends of the support beams are detachably connected to the tip beam of the horizontal rear wing by floating connection joints.

Preferably, the floating connector comprises a male plug and a female plug, the male plug is provided with an electric connection plug in a floating manner, and the female plug is provided with an electric connection socket in a floating manner.

Preferably, the male plug comprises a first box body and a first cover body, the electric connection plug is fixedly mounted on the first cover body, a first spring which outwards abuts against the first cover body is arranged in the first box body, and the first cover body is clamped inside the first box body to float through a first ring body arranged at an opening of the first box body.

Preferably, the female plug comprises a second box body and a second cover body, the electric connection socket is fixedly mounted on the second cover body, a second spring which outwards abuts against the second cover body is arranged in the second box body, and the second cover body is clamped in the second box body through a second ring body arranged at an opening of the second box body and floats in the second box body.

Preferably, the periphery of the first cover body is provided with a plurality of columns with different sizes, and the periphery of the second cover body is provided with insertion pits matched with the columns in size and position.

Preferably, the first cover body is provided with a plurality of first threaded holes, and at least one first avoidance screw rod facing the second cover body is selectively installed in the first threaded holes; the second cover body is provided with second threaded holes with the same number corresponding to the first threaded holes, and at least one second avoidance screw rod facing the first cover body is installed in the second threaded hole different from the first avoidance screw rod.

Preferably, a plurality of locking rods are rotatably fixed on the outer side of the first box body, locking nuts are arranged at the tail ends of the locking rods, and locking screw holes matched with the locking nuts are formed in the second box body.

Preferably, a positioning ring is sleeved on the outer side of the second box body, and a bayonet structure in snap fit with the locking rod is arranged on the positioning ring.

The passenger aircraft adopts the conventional layout, can take off in a sliding way like a common aircraft, and can also take off and land in a short distance or vertically. According to the invention, through more optimized design of the number, the layout and the light weight of the structural weight of the lift motors, economic benefits and reliability more suitable for passenger transportation can be obtained.

Drawings

The drawings are only for purposes of illustrating and explaining the present invention and are not to be construed as limiting the scope of the present invention.

Figure 1 is a rear schematic view of a vertical takeoff and landing passenger aircraft according to one embodiment of the present invention.

Figure 2 is a top plan view of a vertical takeoff and landing passenger aircraft according to another embodiment of the present invention.

Fig. 3 is a schematic perspective view of a vertical takeoff and landing passenger aircraft according to yet another embodiment of the present invention.

Figure 4 shows a schematic view of a support beam in connection with a wing tip beam according to an embodiment of the invention.

Fig. 5 shows a schematic view of the structure of the floating connection joint.

Fig. 6 is a schematic view showing the structure of the male connector of the floating connector.

Fig. 7 is a schematic view showing the structure of the female connector of the floating connector.

Fig. 8 is a schematic view showing an exploded structure of the male plug of the floating connector.

Fig. 9 is a schematic view showing an exploded structure of the female connector of the floating connector.

Detailed Description

In order to more clearly understand the technical features, objects, and effects of the present invention, embodiments of the present invention will now be described with reference to the accompanying drawings. Wherein like parts are given like reference numerals.

As shown in fig. 1-3, the present invention provides a vertical take-off and landing passenger aircraft, which adopts a conventional upper single wing layout and comprises wings 2 arranged above a fuselage 1, a propeller 3 positioned at the tail end of the fuselage 1, horizontal tail wings 4 arranged on both sides of the tail of the fuselage 1, and landing gears 5 positioned below the fuselage 1. The passenger aircraft adopts the conventional layout, can take off in a sliding way like a common aircraft, and has the advantages of simple structure and mature and reliable technology. The rear propulsion propeller has low noise and good riding experience, and is suitable for the passenger transport field. The propulsion propeller can adopt conventional fuel power, and can keep larger endurance mileage and endurance time. Of course, with the increase of the environmental protection requirement, the electric propulsion or the hybrid propulsion can be replaced under the condition of requirement.

In order to realize short-distance or vertical take-off and landing, the passenger plane is respectively connected with a supporting beam 6 which extends in parallel with the axial direction of the plane body 1 below the wings 2 positioned at two sides of the plane body 1, the front end and the rear end of the supporting beam 6 are respectively provided with an electric engine room 7, and the electric engine room 7 is provided with a pair of lift propellers 8 with coaxial counter propellers. Although the lift propeller has eight motors, only four motor cabins 7 are needed, namely, only four lift motors are needed, and compared with a structure that one propeller is driven by a single motor, the lift propeller is lighter in weight and higher in lifting efficiency. Similarly, because the passenger aircraft adopts the conventional structural layout, the lift propellers 8 only play a role in taking off and landing, and the eight lift propellers 8 do not work in flat flight, thereby avoiding the problem of wing tip stall.

It should be noted that the motors have the advantages of light weight, smooth operation and easy control compared with the fuel engine, but the precondition is to reduce the number of the motors as much as possible under the condition of equivalent lift force, and the technical effect of the fuel engine can be achieved without infinitely overlapping the number of the motors. Therefore, as for passenger airplanes with higher requirements on economy and reliability, the invention designs the quantity, the layout and the light weight of the lift force motors more optimally, and compared with the abnormal idea in the prior art, the invention can obtain economic benefit and reliability more suitable for passenger transportation.

Further, in order to allow a passenger aircraft to take off and land normally and fly flat, the horizontal rear wing 4 of the passenger aircraft of the present invention is provided with a wing tip beam 41, and the outer side of the wing tip beam 41 is provided with a yawing wing surface 42 extending obliquely upward and obliquely downward, respectively. At least one of the yaw airfoils 42 is an airfoil or a full motion airfoil having a steering surface to facilitate normal operation of the passenger aircraft for yaw heading.

The horizontal rear wing 4 of the present invention, as a passenger aircraft of conventional layout, mainly provides a stabilizing moment and a pitching moment, so that the size of the horizontal rear wing 4 is much smaller than that of the wing 2, and a great structural strength is not originally required. In order to be able to provide the yawing wings 42 on the tip portion of the horizontal rear wing 4 (since the propulsion propeller 3 is provided at the end of the tail portion of the fuselage 1, it is difficult to provide a conventional vertical rear wing on the tail portion of the fuselage 1, and the propulsion efficiency of the propulsion propeller 3 is affected, so that the present invention preferably provides the yawing wings 42 on the tip portion of the horizontal rear wing 4), the present invention provides a tip beam 41 on the tip portion of the horizontal rear wing 4 for structural reinforcement of the relatively weak tip portion to take over the additional structural stress of the yawing wings 42 after the position improvement.

As described above, the pair of lift propellers 8 are provided in front and behind the support beam 6 connected to the lower part of the wing 2, and the lift propellers 8 are not operated during the flat flight, but the profile of the lift propellers 8 protruding during the high-speed flight is greatly damaged to the flow field, so that the tip of the support beam 6 is required to receive a very large aerodynamic shock, and the amplitude of twist during the flat flight is also large. In order to reduce the vibration of the support beams 6, in the illustrated embodiment, the present invention attaches the ends of the support beams 6 to the tip beams 41 of the horizontal tail 4, with the tip beams 41 reinforcing the yawing airfoils 42 to provide additional support to the support beams 6. That is, in the present embodiment, the wingtip beam 41 has the dual effects of structurally reinforcing the yawing airfoil 42 and providing vibration suppression to the supporting beam 6, and the same structure has two different functions, so that the structural design of the present embodiment has outstanding substantive features and significant progress.

Further, although vibration of the support beam 6 can be suppressed by the connection of the wing tip beam 41 and the end of the support beam 6, the joint portion therebetween still needs to bear large stress and vibration, and thus poor contact of the cables and signal lines penetrating the support beam 6 is liable to occur, and it has been found according to the experiments of the inventors that connection failure is liable to occur particularly in the cables and signal lines at the joint portion. After repeated adjustment, as shown in fig. 4 to 5, the end of the support beam 6 of the present invention is detachably connected to the tip beam 41 of the horizontal rear wing 4 via the floating connection joint 9. The detachable connection mode is adopted to facilitate maintenance, the floating connection joint 9 enables the hard connection of the joint part to be changed into floating connection, the influence of stress and vibration on the joint part can be eliminated, the connection reliability is improved, and the connection fault is reduced.

As shown in fig. 6 to 7, the floating connector 9 includes a male plug 91 and a female plug 92, the male plug 91 is floatingly provided with an electrical connector plug 911, and the female plug 92 is floatingly provided with an electrical connector socket 921. In the illustrated embodiment, the electrical connector 911 has a total of five plugs, including two thicker power supply plugs and three thinner signal plugs, and correspondingly, the electrical connector 921 has a total of five sockets, including two thicker power supply sockets and three thinner signal sockets, which are connected such that the power supply plugs and the power supply sockets are plugged together and the signal plugs and the signal sockets are plugged together. Unlike a conventional hard connection, in this embodiment, the electrical connector 911 may float with respect to the male connector 91, the electrical connector 921 may float with respect to the female connector 921, and the connector may float with respect to the connector after the two connectors are plugged together.

As shown in fig. 8, the male plug 91 includes a first case 912 and a first cover 913, the electrical connector 911 is fixedly mounted on the first cover 913, a first spring 914 is disposed in the first case 912 and outwardly abuts against the first cover 913, and the first cover 913 is clamped inside the first case 912 to float through a first ring 915 disposed at an opening of the first case 912. As can be seen from fig. 6, in the illustrated embodiment, the end of the first box 912 is closed and fixedly connected to the wing tip beam 41, and has holes for the ends of the five electrical connectors 911, which are connected to cables (not shown) extending inside the wing tip beam 41 after the five electrical connectors 911 are inserted through the holes. Three first springs 914 are disposed between the first case 912 and the first cover 913, and are used for supporting the first cover 913 such that the first cover can float under the action of the first springs 914 according to the load. Three protrusions corresponding to the first springs 914 are formed on one side of the first cover 913 facing the first springs 914, and are used for positioning the first springs 914 by being sleeved on the protrusions. The first ring 915 is fixed to the opening of the first case 912 by screws (not shown) to fasten the first cover 913. A first gasket 9151 is further provided between the first ring body 915 and the first cover 913 for dust prevention.

As shown in fig. 9, the plug female connector 92 includes a second box body 922 and a second cover 923, the electrical connection socket 921 is fixedly mounted on the second cover 923, a second spring 924 is disposed in the second box body 922 and outwardly supports the second cover 923, and the second cover 923 is clamped inside the second box body 922 through a second ring 925 disposed in an opening of the second box body 922. As can be seen in fig. 7, in the embodiment shown, the second box 922 is closed at its ends and is fixedly connected to the support beam 6, and has holes for the ends of the five electrical connection sockets 921 to pass through, and after the five electrical connection sockets 921 pass through the holes, the ends are connected to cables (not shown) extending inside the support beam 6. Three second springs 924 are arranged between the second box 922 and the second cover 923, and are used for propping against the second cover 923 so that the second cover can float under the action of the second springs 924 according to different loads. Three protrusions corresponding to the second springs 924 are formed on one side of the second cover 923 facing the second springs 924, and are used for sleeving the second springs 924 on the protrusions for positioning. The second ring body 925 is fixed to the opening of the second case 922 through a screw (not shown) to fasten the second cover 923. For dust prevention, a second gasket 9251 is further disposed between the second ring body 925 and the second cover body 923.

In order to facilitate positioning, the periphery of the first cover body 913 is provided with a plurality of cylinders 9131 with different sizes, and the periphery of the second cover body 923 is provided with the insertion pits 9231 matched with the sizes and the positions of the cylinders 9131. In the illustrated embodiment, three columns 9131 with different diameters are disposed around the first cover 913, and correspondingly, three recesses 9231 with corresponding diameters are disposed around the second cover 923, and when the columns 9131 with corresponding diameters are inserted into the corresponding recesses 9231. In addition, a ring body concave pit 9152 matched with the cylinder 9131 in size and position is also arranged on the periphery of the first ring body 915; the periphery of the second ring body 925 is also provided with a ring body projection 9252 with matched size and position corresponding to the second cover body 923.

In addition, in order to avoid the wrong insertion of the plug, the first cover 913 has a plurality of first threaded holes 916, and at least one first avoiding screw 917 facing the second cover 923 is selectively installed in the first threaded holes 916; the second cover 923 has a number of second threaded holes 926 corresponding to the positions of the first threaded holes 916, and at least one second escape screw 927 facing the first cover 913 is installed in the second threaded holes 926 having different positions from the first escape screw 917. In the illustrated embodiment, there are three first threaded holes 916 and three second threaded holes 926, wherein the middle of the three first threaded holes 916 is provided with a first avoidance screw 917, and the other two of the three second threaded holes 926 except the middle are provided with a second avoidance screw 927, so that the first avoidance screw 917 and the second avoidance screw 927 cannot be inserted once they are in interference with each other. The motors on each supporting beam 6 need to be adjusted and controlled one by one, so that the supporting beams 6 need to be distinguished from one another during installation, and the supporting beams cannot be installed in a wrong way or reversely. According to the embodiment, the left and right mounting positions and the upper and lower mounting positions of different support beams 6 can be distinguished through the arrangement and combination of the threaded holes and the avoidance screws, so that the mounting errors of the support beams 6 in different directions are avoided, and the mounting reliability is improved.

Furthermore, a plurality of locking rods 918 are rotatably fixed on the outer side of the first case 912, a locking nut 919 is arranged at the end of each locking rod 918, and a locking screw hole 929 matched with the locking nut 919 is arranged on the second case 922. When the locking lever 918 is turned to face the second case 922 in the installation, and then the locking nut 919 is tightened into the locking screw hole 929, the first case 912 and the second case 922 are coupled together, and vice versa in the removal. In addition, in order to prevent the lock nut 919 from being loosened, a compression spring 9191 is further installed on the lock nut 919, and is used for abutting against the lock nut 919 through spring pressure, so that friction force during rotation is improved, and loosening of the lock nut 919 is avoided.

In addition, a positioning ring 928 is sleeved on the outer side of the second box body 922, and a bayonet structure 9281 which is in snap fit with the locking rod 918 is arranged on the positioning ring 928. The positioning ring 928 is made of plastic or metal with certain elasticity, and when the positioning ring is installed, the locking rod 918 can be pushed into the bayonet structure 9281 firstly, and then the locking nut 919 is screwed, so that the nut can be prevented from being screwed while being aligned by two hands, because the supporting beam 6 needs to be lifted when the positioning ring 928 is installed, one hand can be released by utilizing the positioning ring 928, and the locking nut 919 can be operated by only one hand.

The parameter criteria of the general design provided by the invention enable the vertical take-off and landing passenger aircraft to obtain the optimal propulsion efficiency for the combination of different types and sizes of wing profiles and engine sizes no matter what size of movable surface and engine are needed, as long as the characteristic design is followed, the research and development cost can be greatly reduced, namely the design scheme of the invention has better universality.

It should be appreciated by those of skill in the art that while the present invention has been described in terms of several embodiments, not every embodiment includes only a single embodiment. The description is given for clearness of understanding only, and it is to be understood that all matters in the embodiments are to be interpreted as including technical equivalents which are related to the embodiments and which are combined with each other to illustrate the scope of the present invention.

The above description is only an exemplary embodiment of the present invention, and is not intended to limit the scope of the present invention. Any equivalent changes, modifications and combinations that may be made by those skilled in the art without departing from the spirit and principles of the invention shall fall within the scope of the invention.

Claims (10)

1. A vertical take-off and landing passenger plane comprises wings (2) arranged above a plane body (1), a propulsion propeller (3) positioned at the tail end of the plane body (1), horizontal tail wings (4) arranged at two sides of the tail part of the plane body (1) and landing gears (5) positioned below the plane body (1), the airplane wing lift control system is characterized in that a support beam (6) extending parallel to the axis direction of the airplane body (1) is connected to the lower portion of each wing (2) located on two sides of the airplane body (1), a motor cabin (7) is arranged at each of the front end and the rear end of each support beam (6), a pair of coaxial counter-propeller lift propellers (8) are arranged on each motor cabin (7), the tail end of each support beam (6) is connected to a wingtip beam (41) of a horizontal tail wing (4), and yaw wing surfaces (42) extending obliquely upwards and obliquely downwards are arranged on the outer side of each wingtip beam (41).

2. Passenger aircraft according to claim 1, characterized in that at least one of the yawing airfoils (42) is an airfoil with a manoeuvring surface or a full motion airfoil.

3. A VTOL passenger aircraft according to claim 1 or 2, characterized in that the end of the support beam (6) is detachably connected to the wingtip beam (41) of the horizontal rear wing (4) by means of a floating connection joint (9).

4. Passenger aircraft for vertical takeoff and landing as claimed in claim 3, characterized in that the floating connector (9) comprises a male plug (91) and a female plug (92), the male plug (91) being provided with the electrical connector (911) in a floating manner, and the female plug (92) being provided with the electrical connector (921) in a floating manner.

5. A VTOL passenger aircraft according to claim 4, characterized in that the male plug (91) comprises a first box (912) and a first cover (913), the electrical connector (911) is fixedly mounted on the first cover (913), a first spring (914) is arranged in the first box (912) and pushes outwards against said first cover (913), and the first cover (913) is clamped inside the first box (912) and floats through a first ring (915) arranged in the opening of the first box (912).

6. The VTOL passenger aircraft of claim 5, wherein the female plug (92) comprises a second box body (922) and a second cover body (923), the electrical connection socket (921) is fixedly installed on the second cover body (923), a second spring (924) which outwards supports against the second cover body (923) is arranged in the second box body (922), and the second cover body (923) is clamped in the second box body (922) through a second ring body (925) arranged at the opening of the second box body (922) and floats inside the second box body (922).

7. The vertical take-off and landing passenger aircraft as claimed in claim 6, wherein the first cover body (913) is provided at its periphery with a plurality of posts (9131) of different sizes, and the second cover body (923) is provided at its periphery with insertion recesses (9231) matching the size and position of the posts (9131).

8. A VTOL passenger aircraft according to claim 6, characterized in that the first cover (913) is provided with a plurality of first threaded holes (916), wherein the first threaded holes (916) are selectively fitted with at least one first avoidance screw (917) facing the second cover (923); the second cover body (923) is provided with second threaded holes (926) with the same number corresponding to the positions of the first threaded holes (916), and at least one second avoidance screw (927) facing the first cover body (913) is installed in the second threaded holes (926) with different positions from the first avoidance screw (917).

9. Passenger aircraft for vertical take-off and landing according to any of claims 4 to 8, characterized in that a plurality of locking levers (918) are rotatably fixed on the outside of the first box (912), a locking nut (919) is arranged at the end of the locking lever (918), and a locking screw hole (929) matched with the locking nut (919) is arranged on the second box (922).

10. A vtol passenger aircraft as claimed in claim 9, characterized in that a positioning ring (928) is sleeved outside the second box (922), the positioning ring (928) being provided with a bayonet structure (9281) snap-fitted with the locking rod (918).

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