CN115723948A

CN115723948A - V-tail single-push electric vertical take-off and landing composite wing aircraft

Info

Publication number: CN115723948A
Application number: CN202211624347.4A
Authority: CN
Inventors: 王继明; 姚远; 杨万里; 党铁红; 董明
Original assignee: Shanghai Volant Aerotech Ltd
Current assignee: Shanghai Volant Aerotech Ltd
Priority date: 2022-12-16
Filing date: 2022-12-16
Publication date: 2023-03-03

Abstract

The invention discloses a V-tail single-push electric vertical take-off and landing composite wing aircraft which comprises an aircraft body, wherein wings are arranged on two sides of the aircraft body, motor arms are arranged on the wings, winglets are arranged at the end parts of the wings, lifting propellers are arranged on the motor arms, a single V-tail and a thrust propeller are arranged at the tail part of the aircraft body, the thrust propeller is positioned at the rear end of the single V-tail, and a tail push fairing is arranged at the rear end of the thrust propeller. The aircraft has the advantages of a helicopter and a fixed-wing aircraft, and has good terrain adaptability and cruising performance. The aircraft can take off and land vertically without a runway, can adapt to complex urban traffic environment, and has stronger safety and adaptability; the aircraft is easy to operate, mode conversion between the lifting paddles and the fixed wings can be operated by matching the lifting paddles and the thrust paddles, operation in two modes is easy to convert, and operation efficiency is high. And in the fixed wing mode, attitude control is performed by controlling the deflection angles of the ailerons and the V-shaped tail rudder.

Description

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

Technical Field

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

Background

With the process of urbanization, the land space is gradually saturated, the problem of traffic jam is increasingly serious, and the development of the urban air available space and the development of vertical three-dimensional traffic are urgently needed. The development of eVTOL (Electric Vertical take off and Landing) Electric Vertical take off and Landing aircraft has attracted a wide range of interests including aerospace enterprises, the automotive industry, the transportation industry, governments, military and academic circles. The potential future applications of the eVTOL relate to various scene modes of urban passenger transport, regional passenger transport, freight transport, personal aircraft, emergency medical services, and the like.

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

The layout of the composite wing with the lifting paddles used for taking off and landing and the fixed wings used for cruising is that the electric vertical taking off and landing adopts more modes at present. In order to improve the safety and cruising performance of the vertical takeoff device, the number of the rotor wings is increased, and the rotor wings are symmetrically distributed in front of and behind the gravity center, so that the control complexity can be effectively reduced, but the arrangement of the rotor wing mechanism at the tail part is also difficult; because the motor arm is longer and the rigidity is relatively weaker, the layout that the tail is arranged at the tail end of the motor arm in a pushing mode enables the motor arm and the tail wing to vibrate greatly.

Disclosure of Invention

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

Preferably, the wingtips of the wings are symmetrically provided with ailerons.

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

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

Preferably, skid formula undercarriage is installed to the bottom of fuselage, skid formula undercarriage includes fore-stock and after-poppet, the fuselage is connected to fore-stock and after-poppet upper end, and the support body is connected to the lower extreme, install the cockpit pedal on the fore-stock, the main cabin pedal is installed to the support body front end, and the rear end is equipped with the low resistance end.

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

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

the aircraft is easy to operate, mode conversion between the lifting paddles and the fixed wings can be operated by matching the lifting paddles and the thrust paddles, operation in two modes is easy to convert, and operation efficiency is high. And in the fixed wing mode, attitude control is performed by controlling the deflection angles of the ailerons and the V-shaped tail rudder.

Drawings

FIG. 1 is an isometric view of the present invention;

FIG. 2 is a top view of the present invention;

FIG. 3 is a side view of the present invention;

fig. 4 is a front view of the present invention.

In the figure: 1-an airfoil; 2-a winglet; 3-a fuselage; 4-motor arm; 5-lifting paddle; 6-V tail; 7-a thrust paddle; 8-tail pushing the fairing; 9-skid landing gear; 10-ailerons; 11-rudder; 91-front support; 92-rear support; 93-cockpit foot pedal; 94-passenger cabin pedal; 95-low resistance end; 96-frame body.

Detailed Description

In the description of the present invention, it should be noted that unless otherwise specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly and may be, for example, fixedly connected, detachably connected, integrally connected, mechanically connected, or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements.

Examples

As shown in fig. 1, the V-tail single-push electric vertical take-off and landing composite wing aircraft axonometric view comprises a fuselage 3, wings 1 are installed on two sides of the fuselage 3, a plurality of lifting paddles 5 are arranged in the front and back of the wings 1 to realize vertical take-off and landing, the lifting paddles 5 are installed on a motor arm 4, and the motor arm 4 is connected to the wings 1. The wingtip of the wing 1 adopts a low-resistance winglet 2, and a pair of ailerons 10 are symmetrically arranged at the position close to the wingtip of the wing 1 in the left-right direction and are used for controlling the transverse rolling of the fixed wing stage of the airplane; the tail part of the machine body 3 is provided with a thrust propeller 7 for providing power for the cruising and conversion stages, and the tail part of the machine body 3 is provided with a tail wing which adopts a single V-tail 6.

As shown in fig. 2-4, the lifting paddles 5 are symmetrically arranged at two sides of the machine body 3 in front and back rows, and each lifting paddle 5 is adjusted to enable the center of the pulling force of the lifting paddle 5 to coincide with the gravity center to realize the vertical lifting function; the longitudinal pitching control of the airplane can be realized by increasing (reducing) the front row and simultaneously reducing (increasing) the rotating speed of the rear row of lifting propellers 5; the roll control of the aircraft can be realized by increasing (decreasing) the left side and simultaneously decreasing (increasing) the rotating speed of the right side lift paddle; the rotation directions of the lifting paddles 5 are adjacent and opposite, and the rotating speed of a group of lifting paddles rotating clockwise is increased (reduced) to realize anticlockwise (clockwise) yaw control.

When the aircraft enters the conversion, the aircraft flies flatly at a smaller attack angle or in a low-head posture, the thrust propeller 7 accelerates the aircraft to fly forwards, the rotating speed of the lifting propeller 5 is reduced, the rotating speed of the lifting propeller is controlled not to fall to the height, when the conversion is completed, the lifting propeller 5 stops rotating, the aircraft enters a fixed wing mode, the thrust propeller 7 enables the aircraft to continuously accelerate to fly forwards, and the aircraft accelerates to the cruising speed.

When the lifting oar 5 is switched to the fixed wing mode or the fixed wing mode is operated, the ailerons 10 are used for controlling the rolling of the airplane. The rear end of the single V tail 6 is provided with a rudder 11, the left and right control surfaces of the rudder 11 face left (right) to control the airplane yaw, and the left and right control surfaces of the rudder 11 face up (down) to control the airplane pitch. The distribution of the static stability, the lateral stability and the controllability of the whole aircraft is influenced by the roll angle (the included angle between the chord plane and the horizontal plane) of the V tail, and the roll angle is generally controlled within the range of 30-70 degrees.

The thrust paddle 7 is mounted on the rear section of the fuselage 3, and the number of blades is not limited to 3 blades as shown. In order to ensure that the ducted thrust paddle 7 can safely and efficiently operate, a certain distance is kept between the thrust paddle 7 and the single V tail 6. The tail thrust fairing 8 is arranged at the rear end of the thrust paddle 7 and used for eliminating the downstream eddy of the thrust paddle and reducing the resistance.

Skid landing gear 9 is installed to fuselage 3 bottom, and skid landing gear 9 includes fore-stock 91 and back support 92, and fuselage 3 is connected to fore-stock 91 and the 92 upper end of back support, and support body 96 is connected to the lower extreme, installs cockpit pedal 93 on the fore-stock 91, and passenger cabin pedal 94 is installed to support body 96 front end, and the rear end is equipped with the terminal 95 of low resistance. The front support 91 and the rear support 92 adopt a low-resistance airfoil profile design, and the relative thickness of the front support and the rear support is generally controlled within a range of 15% -35%. Because the strength requirement is generally set according to the weight of the airplane, the structure has larger weight when the relative thickness is too large, and airflow separation is caused when the relative thickness is too small, so that the aerodynamic resistance is increased. The cross-sectional profile of the front support 91 is round, more preferably, the cross-section is elliptical, with the major axis along the airflow direction, which effectively reduces drag.

Finally, it should be noted that: although the present invention has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that modifications may be made to the embodiments or portions thereof without departing from the spirit and scope of the invention.

Claims

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

2. The V-tail single-push electric vertical take-off and landing composite wing aircraft according to claim 1, characterized in that: and ailerons are symmetrically arranged at the wing tips of the wings.

3. The V-tail single-push electric vertical take-off and landing composite wing aircraft according to claim 1, characterized in that: the rear end of the single V tail is provided with a rudder, and the inclination angle of the single V tail is within 30-70 degrees.

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

5. The V-tail single-push electric vertical take-off and landing composite wing aircraft according to claim 1, characterized in that: skid formula undercarriage is installed to the bottom of fuselage, skid formula undercarriage includes fore-stock and after-poppet, the fuselage is connected to fore-stock and after-poppet upper end, and the support body is connected to the lower extreme, it is pedal to install the cockpit on the fore-stock, the main cabin is pedal to install at the support body front end, and the rear end is equipped with the low resistance and is terminal.