CN115892439A - High-wind-resistance distributed propulsion aircraft - Google Patents
High-wind-resistance distributed propulsion aircraft Download PDFInfo
- Publication number
- CN115892439A CN115892439A CN202310225181.7A CN202310225181A CN115892439A CN 115892439 A CN115892439 A CN 115892439A CN 202310225181 A CN202310225181 A CN 202310225181A CN 115892439 A CN115892439 A CN 115892439A
- Authority
- CN
- China
- Prior art keywords
- wing
- tail
- fuselage
- wings
- distributed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000004927 fusion Effects 0.000 claims abstract description 15
- 230000007704 transition Effects 0.000 claims description 3
- 230000001141 propulsive effect Effects 0.000 claims 1
- 230000003068 static effect Effects 0.000 abstract description 3
- 238000009434 installation Methods 0.000 description 6
- 239000000203 mixture Substances 0.000 description 5
- 230000008901 benefit Effects 0.000 description 2
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000008094 contradictory effect Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
Images
Landscapes
- Structures Of Non-Positive Displacement Pumps (AREA)
Abstract
The invention belongs to the technical field of airplanes, and discloses a high-wind-resistance distributed propulsion aircraft. The aircraft comprises a fuselage, wings, an empennage and distributed propellers, wherein the fuselage and the wings are designed in a fusion mode in the middle of the fuselage, the fuselage is in a non-circular non-flat U shape, the wings are divided into an inner wing, an outer wing and a winglet, the distributed propellers are symmetrically arranged at the position of the empennage on the upper surface of the inner wing, and the empennage is arranged above the tail of the fuselage in a V-tail or pi-tail layout mode. According to the high-wind-resistance distributed propulsion aircraft, the aircraft has smaller course static stability through the fusion design of the aircraft body and the wings, the aircraft has higher course control capability through the differential control of the distributed propellers, and compared with the aircraft with the traditional layout, the high-wind-resistance distributed propulsion aircraft has very strong wind resistance.
Description
Technical Field
The invention belongs to the technical field of airplanes, and particularly relates to a high-wind-resistance distributed propulsion aircraft.
Background
Under crosswind conditions such as gust and wind shear, the sideslip angle of the aircraft is increased, and the aircraft is required to have the capability of keeping the course flight (or the capability of straight approach), otherwise, the aircraft is slightly caused to catch up with the wind and lose the course, and the aircraft is seriously caused to stall. Therefore, the wind-resistant design is an important design content of the aircraft (including transport plane and unmanned plane). In order to achieve higher steering capacity, the conventional aircraft usually increases the control surface volume, which also increases the corresponding tail wing area, so that the aircraft has higher heading static stability in crosswind, and a larger tail capacity is required to ensure the heading holding capacity of the aircraft. Therefore, the wind resistance of the aircraft and the layout design are often contradictory.
The layout of a non-fighter aircraft (including a transport plane and various unmanned planes) is roughly divided into three types, namely a wing body assembly, a wing body fusion body and a wing body mixture body. Wing-body assemblies are a common form of conventional transport aircraft, civil aircraft, and unmanned aerial vehicles. The wing-body fusion body has a flat fuselage structure, and the wings and the fuselage are highly fused. The wing body mixture combines a conventional tubular body with flying wings (flying wing), the front part is similar to the flying wings, and the rear part is the conventional tubular body and the tail wing. The difference between the cargo hold structure with the wing body fusion body and the wing body mixing body in two types of layout and the tubular fuselage is large, the structural design difficulty is large, and the technical problem of limiting the engineering application is also solved. In the aspect of crosswind resistance, the conventional wing body assembly layout mainly has the contradiction between overhigh stability and tail capacity design, the wing body fusion layout mainly has the problems of weak stability and insufficient course control capability, and the wing body mixture is similar to the conventional wing body assembly in the problems due to the adoption of the conventional rear fuselage.
The invention aims to provide a distributed propulsion aircraft with high wind resistance, which can obviously reduce the course static stability of the layout through fusion design and improve the course control capability through distributed propulsion differential control under the condition of keeping the container type cargo hold structure, thereby achieving the high wind resistance.
Disclosure of Invention
The invention aims to solve the technical problem of breaking through the limitation of a conventional layout design method, provides a high-wind-resistance distributed propulsion aircraft, solves the problems of high stability and insufficient wind-resistance control force of the conventional layout, and also considers the conventional cargo hold structure.
The purpose of the invention is realized by the following technical scheme:
a highly wind-resistant distributed propulsion aircraft comprising a fuselage, wings, a tail and distributed thrusters, wherein:
the fuselage and the wings adopt a fusion design, the front edges of the wings are fused with the fuselage, the wing roots of the wings are positioned in the middle of the fuselage and are fused with the fuselage, and the tail edges of the wings are perpendicular to the fuselage;
the distributed propellers are arranged on the wings on the two sides side by side, the installation positions are that the leeward surfaces of the wings on the inner sides are close to the tail edges, the number of the propellers on each side is more than or equal to 5, and the number of the total propellers is more than or equal to 10;
the empennage is arranged above the tail of the airplane body by adopting non-T-shaped wings.
Further, in order to realize the fused design of the fuselage and the wings, the fuselage adopts a non-circular section and a non-flat section, and the shape of the cross section of the fuselage is U-shaped; the midsplit line of the machine body adopts a wing-shaped streamline design, so that lift force can be generated; the interior of the fuselage adopts a box-type cargo hold structure; the tail of the fuselage is contracted upwards, the angle is more than or equal to 16 degrees, and finally the tail is contracted into a flat shape, and the width is between the maximum width of the fuselage and the width of the cargo hold.
Further, the wing is divided into an inner wing, an outer wing and a winglet; the sweepback angle of the front edge of the inner wing is less than or equal to 23 degrees, and the rear edge of the inner wing is vertical to the middle plane of the airplane body; the outer wing and the inner wing are in smooth transition, the front edge and the rear edge of the outer wing are straight lines, and the front edge sweepback angle is smaller than or equal to the inner wing front edge sweepback angle; the winglets are foldable structures, are unfolded to form horizontal lifting surfaces, and are folded upwards to form wingtip winglets.
Furthermore, the sweep angle of the front edge and the tail edge of the outer wing is 0 degree.
Furthermore, the tail wing adopts a V tail or a Pi tail.
Further, when encountering crosswind, the distributed thruster can execute differential control, and provide yaw control moment through unbalanced thrust on two sides to counteract the yaw moment caused by the crosswind.
It should be noted that the present invention is not limited to the type of distributed propeller, the type of tail, the type of leading and trailing edge flaps, and a contra-rotating ducted fan or a single-stage ducted fan, a pi tail or a V tail, and a maneuvering reinforcing flap and an aileron may be used. The invention also does not limit the specific application of the aircraft, and can be a transport plane, a civil plane, an unmanned plane and the like.
The layout of the aircraft is obviously different from the layout of a conventional wing body assembly, a wing body fusion body and a wing body mixture body, and the unique fuselage structure and the wing/fuselage fusion mode of the aircraft solve the problem that the conventional wing body fusion body and the wing body mixture body cannot maintain the conventional cargo hold structure, and simultaneously have the installation requirements of high aerodynamic efficiency and distributed propellers.
The numerical calculation result shows that the high-wind-resistance distributed propulsion aircraft has the following technical advantages:
1) The wing body fusion design under the conventional container type cargo hold structure is realized, the aerodynamic efficiency is high, the lift-drag ratio reaches 20 at Mach 0.75, and the wing body fusion design is particularly suitable for medium-sized tactical transporters;
2) The distributed propeller of both sides installation makes the driftage of aircraft control efficiency increase 1 time to can make fin vertical projection area reduce 1 time, the benefit of bringing is: if the V tail is used, the mounting angle of the V tail can be increased; if the pi tail increase is used, the area of the vertical tail can be reduced, and the pneumatic efficiency of the whole machine is increased;
3) The distributed propellers arranged on the two sides provide yawing moment similar to a rudder through power differential, and have the control capability of independently maintaining the course of the aircraft under the condition of reducing the vertical projection area of the tail wing;
4) The distributed propellers arranged on two sides can increase the lift force by 20% -50% during take-off, further increase the stall angle of attack, and are particularly suitable for aerodynamic layout design requirements of plateau transport planes and unmanned planes.
The main scheme and the further selection schemes can be freely combined to form a plurality of schemes which are all adopted and claimed by the invention; in the invention, the selection (each non-conflict selection) and other selections can be freely combined. The skilled person in the art can understand that there are many combinations, which are all the technical solutions to be protected by the present invention, according to the prior art and the common general knowledge after understanding the scheme of the present invention, and the technical solutions are not exhaustive herein.
Drawings
FIG. 1 is a top view of the structure of the present invention.
Figure 2 is a side view of the structure of the present invention.
Fig. 3 is a front view (V-tail) of the structure of the present invention.
Fig. 4 is a numerically calculated lift curve of the present invention.
FIG. 5 is a numerically calculated yaw moment curve of the present invention.
FIG. 6 is a front view (π tail) of the inventive structure.
In the figure: 1. a body; 2. an airfoil; 3. a tail wing; 4. a distributed thruster. 21. An inner wing; 22. an outer wing; 23 winglet.
Detailed Description
The following non-limiting examples serve to illustrate the invention.
Example 1:
referring to fig. 1 to 3, a high wind resistance distributed propulsion aircraft includes a fuselage 1, wings 2, a tail 3 and distributed propellers 4, wherein:
the fuselage 1 and the wings 2 adopt a fusion design, the front edges of the wings 2 are fused with the fuselage 1, the wing roots of the wings 2 are positioned in the middle of the fuselage 1 and are fused with the fuselage 1, and the tail edges of the wings 2 are vertical to the fuselage 1;
the distributed propellers 4 are arranged on the wings 2 on the two sides side by side, the installation positions are that the leeward surfaces of the wings on the inner sides are close to the tail edges, the number of the propellers on each side is 5, and the number of the total propellers is 10;
the tail wing 3 adopts a V-tail and is arranged at the tail part of the machine body 1, the installation angle of the V-tail is equal to 45 degrees, and yaw and pitching control moments are provided.
In order to realize the fused design of the fuselage 1 and the wings 2, the fuselage 1 adopts a non-circular section and a non-flat section, the section of the fuselage 1 is U-shaped (as shown in figure 3), and a large box type cargo hold structure can be accommodated in the U-shaped fuselage. The section line of the fuselage 1 adopts an airfoil design (as shown in fig. 2), and can generate certain lift force. The tail of the fuselage 1 is contracted upwards at an angle of 16 degrees, and finally the tail is contracted into a flat shape, and the width of the tail is between the maximum width of the fuselage and the width of the cargo hold.
The wing 2 is further divided into an inner wing 21, an outer wing 22 and a winglet 23. The sweep angle of the leading edge of the inner wing 21 is 23 degrees, and the trailing edge of the inner wing 21 is vertical to the middle plane of the fuselage 1. The outer wing 22 and the inner wing 21 are in smooth transition, the front edge and the rear edge of the outer wing 22 are straight lines, and the front edge sweepback angle is smaller than or equal to the front edge sweepback angle of the inner wing 21. The winglets 23 are foldable structures, are unfolded to form horizontal lifting surfaces, and are folded upwards to form wingtip winglets.
When encountering crosswind, the distributed propellers 4 may perform differential control to provide a yaw control moment by unbalanced thrust on both sides, canceling the yaw moment due to the crosswind.
Fig. 4 is a lift force calculation result developed according to the scheme, and in a full attack angle range, the lift force increment reaches 50%, and the lift force coefficient is significantly improved.
Fig. 5 is a yaw moment calculation result developed for the scheme, and in a full attack angle range, the distributed propellers multiply the yaw moment, so that the course stability is increased, and the vertical projection area of the empennage can be obviously reduced. For this embodiment, the mounting angle of the V-tail may be increased.
Example 2:
example 2 is substantially identical to example 1, except that the number of propellers per side is 8, and the total number of propellers is 16.
Example 3:
example 3 (shown in fig. 6) is substantially identical to example 1, except that a pi tail is used, wherein the pi tail comprises two vertical tails and a horizontal tail, the vertical tails have no rudder, and the horizontal tail has a pitching rudder, so that only a pitching control moment is provided.
Example 4:
example 4 is substantially identical to example 1, except that the tail upwarp angle of the fuselage 1 is 20 ° and the V-tail installation angle is 30 °.
Example 5:
example 5 is substantially identical to example 1, except that the wing inner wing 21 has a leading edge sweep angle of 17 ° and the wing outer wing 22 has a leading edge sweep angle of 0 °.
The foregoing basic embodiments of the invention and their various further alternatives can be freely combined to form multiple embodiments, all of which are contemplated and claimed herein. In the scheme of the invention, each selection example can be combined with any other basic example and selection example at will.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (6)
1. A highly wind-resistant distributed propulsive aircraft comprising a fuselage (1), wings (2), a tail (3) and distributed thrusters (4), wherein: the fuselage (1) and the wings (2) adopt a fusion design, the front edges of the wings (2) are fused with the fuselage (1), the wing roots of the wings (2) are positioned in the middle of the fuselage (1) and are fused with the fuselage (1), and the tail edges of the wings (2) are perpendicular to the fuselage (1); the distributed propellers (4) are arranged on the wings (2) on the two sides side by side, the mounting positions are that the leeward surfaces of the wings on the inner sides are close to the tail edges, the number of the propellers on each side is more than or equal to 5, and the number of the total propellers is more than or equal to 10; the tail wing (3) is arranged above the tail part of the fuselage (1) by adopting a non-T-shaped wing.
2. The high wind resistance distributed propulsion aircraft according to claim 1, wherein: the machine body (1) is in a non-circular section shape and a non-flat section shape, and the shape of the section of the machine body (1) is U-shaped; the middle section line of the machine body (1) adopts a wing-shaped streamline design, so that lift force can be generated; the interior of the machine body (1) adopts a box-type cargo hold structure; the tail part of the machine body (1) is upwards contracted, the angle is more than or equal to 16 degrees, and finally the tail part is contracted into a flat shape, and the width is between the maximum width of the machine body and the width of the cargo hold.
3. The highly wind-resistant distributed propulsion aircraft according to claim 1 or 2, characterized in that: the wing (2) is divided into an inner wing (21), an outer wing (22) and a winglet (23); the sweepback angle of the front edge of the inner wing (21) is less than or equal to 23 degrees, and the rear edge of the inner wing (21) is vertical to the middle plane of the fuselage (1); the outer wing (22) and the inner wing (21) are in smooth transition, the front edge and the rear edge of the outer wing (22) are straight lines, and the front edge sweepback angle is less than or equal to that of the inner wing (21); the winglets (23) adopt a foldable structure, are unfolded to form a horizontal lifting surface, and are folded upwards to form wingtip winglets.
4. The high wind resistance distributed propulsion aircraft of claim 3, wherein: the sweepback angles of the front edge and the tail edge of the outer wing (22) are 0 degree.
5. The high wind resistance distributed propulsion aircraft according to claim 1, wherein: the tail wing (3) adopts a V tail or a Pi tail.
6. The high wind resistance distributed propulsion aircraft according to claim 1, wherein: when encountering crosswind, the distributed thruster (4) can execute differential control, and provide yaw control moment through unbalanced thrust on two sides to counteract the yaw moment caused by the crosswind.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310225181.7A CN115892439A (en) | 2023-03-10 | 2023-03-10 | High-wind-resistance distributed propulsion aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310225181.7A CN115892439A (en) | 2023-03-10 | 2023-03-10 | High-wind-resistance distributed propulsion aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115892439A true CN115892439A (en) | 2023-04-04 |
Family
ID=86482178
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310225181.7A Pending CN115892439A (en) | 2023-03-10 | 2023-03-10 | High-wind-resistance distributed propulsion aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115892439A (en) |
Citations (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6378803B1 (en) * | 1999-12-20 | 2002-04-30 | Manuel Munoz Saiz | Aircraft lift arrangement |
| US20110095136A1 (en) * | 2009-10-27 | 2011-04-28 | Airbus Operations Gmbh | Aircraft with vertical stabilizers arranged on a central fuselage body and method, as well as control unit, for compensating a negative pitching moment |
| US20120119023A1 (en) * | 2010-11-15 | 2012-05-17 | The Boeing Company | Method and apparatus for reducing aircraft noise |
| CN104973234A (en) * | 2015-06-02 | 2015-10-14 | 龙川 | Aircraft using distributed electric ducted fan flap lift-rising system |
| CN109703743A (en) * | 2018-12-25 | 2019-05-03 | 西北工业大学 | A kind of jet flow rudder face of blended wing-body airplane |
| CN110626504A (en) * | 2018-06-22 | 2019-12-31 | 庞巴迪公司 | Wing-body integrated airplane |
| CN110920881A (en) * | 2019-12-16 | 2020-03-27 | 沈阳航空航天大学 | Vertical take-off and landing unmanned conveyor and control method thereof |
| CN112623214A (en) * | 2020-12-24 | 2021-04-09 | 中国航空工业集团公司西安飞机设计研究所 | Amphibious unmanned transport plane based on hydrofoil technology |
| CN213036065U (en) * | 2020-07-29 | 2021-04-23 | 广东中和时代科技有限公司 | Unmanned aerial vehicle wingtip winglet folding and locking structure |
| CN113232831A (en) * | 2021-06-25 | 2021-08-10 | 西北工业大学 | Wing body fuses single wing structure on civil aircraft run-through formula of overall arrangement |
| CN213974420U (en) * | 2020-09-19 | 2021-08-17 | 厦门大学 | Hybrid wing body passenger plane based on distributed power |
| CN113291459A (en) * | 2021-07-27 | 2021-08-24 | 中国空气动力研究与发展中心高速空气动力研究所 | Distributed ducted fan high-lift system and application method thereof |
| CN114572378A (en) * | 2022-03-11 | 2022-06-03 | 中国空气动力研究与发展中心空天技术研究所 | Distributed propelled plateau conveyor |
| CN115489716A (en) * | 2022-09-22 | 2022-12-20 | 中国商用飞机有限责任公司 | Wing integrated with distributed ducted fans and electric aircraft |
| US20230056709A1 (en) * | 2020-09-29 | 2023-02-23 | Aeronext Inc. | Aircraft |
-
2023
- 2023-03-10 CN CN202310225181.7A patent/CN115892439A/en active Pending
Patent Citations (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6378803B1 (en) * | 1999-12-20 | 2002-04-30 | Manuel Munoz Saiz | Aircraft lift arrangement |
| US20110095136A1 (en) * | 2009-10-27 | 2011-04-28 | Airbus Operations Gmbh | Aircraft with vertical stabilizers arranged on a central fuselage body and method, as well as control unit, for compensating a negative pitching moment |
| US20120119023A1 (en) * | 2010-11-15 | 2012-05-17 | The Boeing Company | Method and apparatus for reducing aircraft noise |
| CN104973234A (en) * | 2015-06-02 | 2015-10-14 | 龙川 | Aircraft using distributed electric ducted fan flap lift-rising system |
| CN110626504A (en) * | 2018-06-22 | 2019-12-31 | 庞巴迪公司 | Wing-body integrated airplane |
| CN109703743A (en) * | 2018-12-25 | 2019-05-03 | 西北工业大学 | A kind of jet flow rudder face of blended wing-body airplane |
| CN110920881A (en) * | 2019-12-16 | 2020-03-27 | 沈阳航空航天大学 | Vertical take-off and landing unmanned conveyor and control method thereof |
| CN213036065U (en) * | 2020-07-29 | 2021-04-23 | 广东中和时代科技有限公司 | Unmanned aerial vehicle wingtip winglet folding and locking structure |
| CN213974420U (en) * | 2020-09-19 | 2021-08-17 | 厦门大学 | Hybrid wing body passenger plane based on distributed power |
| US20230056709A1 (en) * | 2020-09-29 | 2023-02-23 | Aeronext Inc. | Aircraft |
| CN112623214A (en) * | 2020-12-24 | 2021-04-09 | 中国航空工业集团公司西安飞机设计研究所 | Amphibious unmanned transport plane based on hydrofoil technology |
| CN113232831A (en) * | 2021-06-25 | 2021-08-10 | 西北工业大学 | Wing body fuses single wing structure on civil aircraft run-through formula of overall arrangement |
| CN113291459A (en) * | 2021-07-27 | 2021-08-24 | 中国空气动力研究与发展中心高速空气动力研究所 | Distributed ducted fan high-lift system and application method thereof |
| CN114572378A (en) * | 2022-03-11 | 2022-06-03 | 中国空气动力研究与发展中心空天技术研究所 | Distributed propelled plateau conveyor |
| CN115489716A (en) * | 2022-09-22 | 2022-12-20 | 中国商用飞机有限责任公司 | Wing integrated with distributed ducted fans and electric aircraft |
Non-Patent Citations (2)
| Title |
|---|
| 张彬乾;王元元;段卓毅;董强;张子东;毛旭明;: "大上翘机身后体设计方法", 航空学报, no. 10 * |
| 达兴亚等: "翼身融合运输机分布式电推进系统设计及油耗评估", 航空动力学报, vol. 34, no. 10, pages 2158 - 2165 * |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US11577827B2 (en) | YAW-enhancing attitude control system for VTOL fixed-wing aircraft | |
| US8123160B2 (en) | Aircraft configuration for micro and mini UAV | |
| US10640212B1 (en) | Double wing aircraft | |
| CN113291466A (en) | Fixed wing short take-off and landing aircraft and related method thereof | |
| CN110901906B (en) | Ground effect rotor craft and flight mode switching method | |
| CN106218887A (en) | A kind of vertically taking off and landing flyer of distributed-power device layout | |
| CN105366049A (en) | Vertical takeoff and landing unmanned aerial vehicle | |
| US8109473B2 (en) | Slotted high lift aerofoils | |
| CN108177777B (en) | Aircraft based on wingtip vortex rise | |
| CN115571323A (en) | Flat fusion body overall arrangement aircraft of subsonic speed | |
| CN103158856A (en) | Light airscrew flying wing aircraft capable of taking off and landing in short distance | |
| CN112896499A (en) | Vertical take-off and landing aircraft with combined layout of tilting duct and fixed propeller | |
| US20110248124A1 (en) | Aircraft with forward lifting elevator and rudder, with the main lifting surface aft, containing ailerons and flaps, and airbrake | |
| CN214824040U (en) | Long-endurance duck-type layout two-stage propulsion unmanned aerial vehicle | |
| CN110775296A (en) | Design method for pressure center backward movement of reusable aerospace vehicle | |
| CN112572788A (en) | Aircraft with cross-over supersonic pneumatic performance | |
| CN110920881A (en) | Vertical take-off and landing unmanned conveyor and control method thereof | |
| CN115892439A (en) | High-wind-resistance distributed propulsion aircraft | |
| CN214451787U (en) | Double-fuselage compound wing layout multistage propulsion unmanned aerial vehicle | |
| CN215043673U (en) | Vertical take-off and landing aircraft with combined layout of tilting duct and fixed propeller | |
| CN211223827U (en) | Unmanned aerial vehicle capable of taking off and landing vertically | |
| CN211996136U (en) | Rotor and vector propulsion system combined aircraft | |
| US4913378A (en) | Airplane with transonic/hypersonic to short take off and landing (STOL) flight capability | |
| CN112623214A (en) | Amphibious unmanned transport plane based on hydrofoil technology | |
| CN110683030A (en) | Unmanned aerial vehicle capable of taking off and landing vertically |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20230404 |