CN205293086U - Composite wing VTOL aircraft - Google Patents
Composite wing VTOL aircraft Download PDFInfo
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- CN205293086U CN205293086U CN201620043336.0U CN201620043336U CN205293086U CN 205293086 U CN205293086 U CN 205293086U CN 201620043336 U CN201620043336 U CN 201620043336U CN 205293086 U CN205293086 U CN 205293086U
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Abstract
The utility model discloses a composite wing VTOL aircraft adopts the perpendicular power pack and the overall structure design of particular form: the biggest driftage control moment of the aircraft that the present case provided is compared prior art and is increased substantially, has avoided the negative effects of driftage control saturation to aircraft attitude control, has improved the robustness of aircraft, the technical scheme of shoe pole simultaneously is favorable to promoting the bulking property ability of aircraft.
Description
Technical field
This utility model relates to a kind of Fixed Wing AirVehicle, particularly relates to a kind of composite wing vertically taking off and landing flyer.
Background technology
Composite wing layout is a kind of vertically taking off and landing flyer solution fixed-wing layout combined with many rotor-hub configuration, gravity and aerodynamic drag can either be overcome to realize VTOL, hovering and lower degradation flight function of vertically climbing by multiple propeller pulling force as multi-rotor aerocraft, gravity, dynamical system can be overcome to overcome aerodynamic drag to realize high speed cruise flight by aerodynamic lift as Fixed Wing AirVehicle again. Due to composite wing unmanned plane have that version is reliable, mechanical model is ripe, control navigation in vertical flight and horizontal flight transformation process relatively easy, vertically taking off and landing flyer scheme during a kind of technical risk is little, feasibility is high long boat that it becomes.
Due to above-mentioned technical characterstic, composite wing vertically taking off and landing flyer has been always up the research and development focus of practical fixed-wing vertically taking off and landing flyer from concept since proposing, but, this solution but slowly cannot become industry unmanned plane product. Trace it to its cause two: the first, the relatively low contradiction between driftage control ability and bigger inertia, many rotor flyings mode provides driftage control moment by the rotational resistance torque of the contrary propeller of multiple rotation directions, and its value is poor lower than by propeller pulling force and the rolling control moment of arm of force generation and pitch control moment; Owing to the revolution speed of propeller of many rotor flyings mode changes pulling force and rotational resistance torque simultaneously, therefore rolling, pitching and driftage three axle control there is coupling, it is the highest that the worst yaw axis of control ability ties up motor speed surplus, it is easily caused at least one motor speed saturated, three axle control accuracies are all affected, until controlling to disperse, although this control can be alleviated to a certain extent by the parameter or structure changing control law saturated, but cannot tackle the problem at its root. Composite wing vertically taking off and landing flyer is the increase parts such as wing, empennage on the basis of multi-rotor aerocraft, causes that the rotary inertia of aircraft and aerodynamic drag increase, and the short slab of driftage control ability is more notable. Second, the ratio that construction weight accounts for Gross Weight Takeoff is higher, constrains aircraft performance and promotes. Comparing conventional Fixed Wing AirVehicle, composite wing aircraft adds the structure being connected on body by many rotors, and for overcoming full machine gravity, needed for many rotors, pulling force is relatively big, and the requirement of strength of attachment structure is higher;It addition, rotor is high-speed rotating component, being the main vibration source of composite wing aircraft, for ensureing that full machine structure is reliable, the rigidity requirement of many rotors attachment structure is also higher; These two aspects result in the size of attachment structure and weight is all bigger, rule of thumb, many rotors attachment structure accounts for the ratio 5% to 10% of full machine structure, if it is considered that the enhancing of other housing construction, so this ratio is higher, this is " deadweight " for aircraft, adds gross weight and the aerodynamic drag of aircraft, when reducing boat, the performance indications such as voyage and maximum flying speed.
Utility model content
For the control problem of composite wing aircraft flight attitude in above-mentioned prior art, this utility model provides a kind of composite wing vertically taking off and landing flyer, for solving to go off course under composite wing vertically taking off and landing flyer lower-speed state in prior art the problem that control ability is poor and Fabric utilization is low.
For solving the problems referred to above, a kind of composite wing vertically taking off and landing flyer that this utility model provides solves problem by techniques below main points: a kind of composite wing vertically taking off and landing flyer, including fuselage, wing, tail supporting rod, empennage, Vertical Dynamic unit and horizontal power unit, described wing is fixed on middle fuselage, and wing is symmetrical relative to the length direction of fuselage;
Tail supporting rod is two, and different tail supporting rods are individually fixed on the wing of fuselage not homonymy;
Horizontal power unit is fixed on fuselage, and the left and right end of empennage is fixing from the afterbody of different tail supporting rods respectively to be connected,
Described Vertical Dynamic unit is four, each tail supporting rod is provided with two Vertical Dynamic unit, two Vertical Dynamic unit of fuselage homonymy are positioned at the diverse location of aircraft length direction, and in the two of fuselage homonymy Vertical Dynamic unit, the Vertical Dynamic unit in front is positioned at the front of aircraft center of gravity, and the Vertical Dynamic unit at rear is positioned at the rear of aircraft center of gravity;
Described Vertical Dynamic unit includes Vertical Dynamic propeller, motor and electron speed regulator, and described electron speed regulator is for controlling the rotating speed of motor, and described motor is used for braking Vertical Dynamic propeller rotational;
The Vertical Dynamic propeller axis of described Vertical Dynamic unit has the mounted angle of non-zero, the incline direction of Vertical Dynamic propeller axis is tilt to the front or behind of aircraft, with in the process of Vertical Dynamic propeller works, Vertical Dynamic unit can produce the component to aircraft front or behind; Described horizontal power unit includes can producing to fly propeller along the flat of fuselage length direction pulling force.
In above technical scheme, empennage fixed form on board the aircraft makes empennage be double; two shoe inverted " v " empennages, and Vertical Dynamic unit is fixed on wing by tail supporting rod, namely forms X-shaped four rotor-hub configuration form on wing. The such as airborne equipment such as energy source device, Aerial Electronic Equipment and task device having on aircraft, is mountable in the space of fuselage interior. Wing is symmetrical relative to the length direction of fuselage, and namely wing is symmetrical on board the aircraft.
In this case, this aircraft has two kinds of state of flights, fixed-wing state and many rotors state. Under fixed-wing state, Vertical Dynamic unit does not work, and the pulling force of the horizontal power unit flat propeller that flies forward overcomes aerodynamic drag, and wing produces aerodynamic lift, overcomes gravity; Under many rotors state, owing to Vertical Dynamic unit has the front and back mounted angle of non-zero, the Vertical Dynamic propeller pulling force of Vertical Dynamic unit has component upwards and vertical component in front-rear direction. The vertical component of pulling force overcomes full machine gravity, simultaneously, aircraft is when design, needing Flight Vehicle Design is that line is symmetrical, and namely the center of gravity of aircraft is on fuselage, so, the position of four Vertical Dynamic unit and the center of gravity of aircraft have the distance of fore-and-aft direction and left and right directions, the namely rolling arm of force and the pitching arm of force, the pulling force of pulling force generation rolling and pitch orientation by changing four Vertical Dynamic propellers is poor, can provide required rolling control moment and pitch control moment; Pass through above scheme, yaw direction has following approach to provide control moment: the Vertical Dynamic propeller pulling force of four Vertical Dynamic unit has horizontal component and the driftage arm of force relative to center of gravity, driftage control moment can be produced, and the rotational resistance torque of Vertical Dynamic propeller is also generally along yaw direction, therefore, the rotating speed changing these four Vertical Dynamic propellers coordinated, it is possible to change yawing.
Further technical scheme is:
The trailing edge of described empennage is also hingedly connected with the pneumatic rudder face of two panels symmetrical relation each other.Described pneumatic rudder face is elerudder, when aircraft flies with fixed-wing attitude, can pass through pneumatic rudder face, the flight attitude of aircraft is adjusted.
Being provided with driftage control unit on the wing of fuselage both sides, described driftage control unit includes driftage propeller, and described driftage propeller for providing the pulling force being oriented parallel to fuselage length direction to wing, and driftage control unit is near the end of wing.
In above scheme, driftage control unit is used for providing yawing, there is provided mechanism as follows: about aircraft, two driftage control units are respectively provided with the left and right distance relative to aircraft center of gravity, namely go off course the arm of force, therefore when two, left and right propeller has speed discrepancy, it becomes possible to driftage control moment is provided.
By Vertical Dynamic unit and driftage control unit both approach, ensure that the aircraft maximum yaw control moment that this utility model provides increases substantially compared to existing technology, avoid driftage and control the saturated negative effect for aircraft manufacturing technology, improve the robustness of aircraft, it is more notable that this beneficial effect embodies on the composite wing vertically taking off and landing flyer that yaw rotation inertia is relatively large.
For making to measure to the greatest extent the driftage arm of force providing length into driftage control unit, when propeller output of going off course is certain, to obtain driftage control moment big as far as possible, two driftage control units lay respectively on the wingtip of fuselage not homonymy wing.
Owing to driftage control unit is when aircraft works, have duty two kinds different: driftage propeller rotational or do not rotate, for realizing driftage propeller when not rotating, the resistance produced during by front flying makes driftage propeller spontaneous folding, reducing the aerodynamic drag of aircraft flight, described driftage propeller is folding propeller.
For ease of changing the driftage control unit size to vehicle yaw control moment, described driftage propeller is feather propeller. As those skilled in the art, the feather propeller of driftage control unit has the driftage arm of force relative to center of gravity, for in motor, electron speed regulator and steering wheel that feather propeller provides, rotating speed and the pitch of feather propeller, corresponding change driftage control moment can be adjusted by coordinating the instruction of change electron speed regulator and steering wheel.
The lower surface position of described tail supporting rod is lower than aircraft miscellaneous part. In the aircraft that this case provides, tail supporting rod stress when this aircraft vertical rises is relatively big, therefore requires that tail supporting rod to have enough intensity and rigidity, in this case, and the support that tail supporting rod is stopped as VTOL and ground. Therefore, this version eliminates undercarriage, simplifies the type of attachment of Vertical Dynamic unit, is merged by function and improves structure efficiency, improves air vehicle overall performance. Tail supporting rod is in this aircraft, it is achieved that be connected with wing and fuselage by empennage; Vertical Dynamic unit is connected with wing and fuselage, it may have merged by function and improve structure efficiency, improve the beneficial effect of air vehicle overall performance.
For ease of changing wing under aircraft high-speed flight state, yawing and rolling moment is exported by wing, simultaneously facilitate the size adjustment of above-mentioned yawing and rolling moment, the wing of each side of fuselage is all hingedly connected with a piece of aileron, two panels aileron is symmetrical relative to the length direction of fuselage, the inclination angle of described aileron and wing, and the inclination angle of aileron and fuselage is all adjustable.
As being used for braking the form that implements of the flat driving device flying propeller rotational, the described flat propeller that flies adopts internal combustion engine or motor to drive. It is preferably arranged to driving device and includes internal combustion engine and motor, so that fly propeller to flat there are two kinds of drive forms, be beneficial to the safety under the high-speed flight of this unmanned plane.
This utility model has the advantages that
The aircraft that this utility model provides has two kinds of state of flights, fixed-wing state and many rotors state. Under fixed-wing state, Vertical Dynamic unit does not work, and the pulling force of the horizontal power unit flat propeller that flies forward overcomes aerodynamic drag, and wing produces aerodynamic lift, overcomes gravity; Under many rotors state, owing to Vertical Dynamic unit has the front and back mounted angle of non-zero, the Vertical Dynamic propeller pulling force of Vertical Dynamic unit has component upwards and vertical component in front-rear direction. The vertical component of pulling force overcomes full machine gravity, simultaneously, aircraft is when design, needing Flight Vehicle Design is that line is symmetrical, and namely the center of gravity of aircraft is on fuselage, so, the position of four Vertical Dynamic unit and the center of gravity of aircraft have the distance of fore-and-aft direction and left and right directions, the namely rolling arm of force and the pitching arm of force, the pulling force of pulling force generation rolling and pitch orientation by changing four Vertical Dynamic propellers is poor, can provide required rolling control moment and pitch control moment; Pass through above scheme, yaw direction has following approach to provide control moment: the Vertical Dynamic propeller pulling force of four Vertical Dynamic unit has horizontal component and the driftage arm of force relative to center of gravity, driftage control moment can be produced, and the rotational resistance torque of Vertical Dynamic propeller is also generally along yaw direction, therefore, the rotating speed changing these four Vertical Dynamic propellers coordinated, it is possible to change yawing.
To sum up, the maximum yaw control moment of aircraft that this case provides increases substantially compared to existing technology, it is to avoid driftage controls the saturated negative effect for aircraft manufacturing technology, improves the robustness of aircraft.
The technical scheme of tail supporting rod simultaneously, is conducive to promoting the overall performance of aircraft.
Accompanying drawing explanation
Fig. 1 is the structural representation of a kind of one specific embodiment of composite wing vertically taking off and landing flyer described in the utility model;
Fig. 2 is the top view of a kind of one specific embodiment of composite wing vertically taking off and landing flyer described in the utility model;
Fig. 3 is the front view of a kind of one specific embodiment of composite wing vertically taking off and landing flyer described in the utility model;
Fig. 4 is the side view of a kind of one specific embodiment of composite wing vertically taking off and landing flyer described in the utility model.
Figure acceptance of the bid note is respectively as follows: 1, fuselage, and 2, wing, 3, tail supporting rod, 4, empennage, 5, Vertical Dynamic unit, 6, horizontal power unit, 7, driftage control unit.
Detailed description of the invention
This utility model provides a kind of composite wing vertically taking off and landing flyer, is used for solving: the problem that control ability difference of going off course under composite wing vertically taking off and landing flyer lower-speed state in prior art is low with Fabric utilization.
Below in conjunction with embodiment, the utility model is described in further detail, but this utility model is not limited only to following example:
Embodiment 1:
As shown in Figures 1 to 4, a kind of composite wing vertically taking off and landing flyer, including fuselage 1, wing 2, tail supporting rod 3, empennage 4, Vertical Dynamic unit 5 and horizontal power unit 6, described wing 2 is fixed on fuselage 1 stage casing, and wing 2 is symmetrical relative to the length direction of fuselage 1;
Tail supporting rod 3 is two, and different tail supporting rods 3 are individually fixed on the wing 2 of fuselage 1 not homonymy;
Horizontal power unit 6 is fixed on fuselage 1, and the left and right end of empennage 4 is fixing from the afterbody of different tail supporting rods 3 respectively to be connected,
Described Vertical Dynamic unit 5 is four, each tail supporting rod 3 is provided with two Vertical Dynamic unit 5, two Vertical Dynamic unit 5 of fuselage 1 homonymy are positioned at the diverse location of aircraft length direction, and in two Vertical Dynamic unit 5 of fuselage 1 homonymy, the Vertical Dynamic unit 5 in front is positioned at the front of aircraft center of gravity, and the Vertical Dynamic unit 5 at rear is positioned at the rear of aircraft center of gravity;
Described Vertical Dynamic unit 5 includes Vertical Dynamic propeller, motor and electron speed regulator, and described electron speed regulator is for controlling the rotating speed of motor, and described motor is used for braking Vertical Dynamic propeller rotational;
The Vertical Dynamic propeller axis of described Vertical Dynamic unit 5 has the mounted angle of non-zero, the incline direction of Vertical Dynamic propeller axis is tilt to the front or behind of aircraft, with in the process of Vertical Dynamic propeller works, Vertical Dynamic unit 5 can produce the component to aircraft front or behind; Described horizontal power unit 6 includes can producing to fly propeller along the flat of fuselage 1 length direction pulling force.
In above technical scheme, empennage 4 fixed form on board the aircraft makes empennage 4 in double; two shoe inverted " v " empennages 4, and Vertical Dynamic unit 5 is fixed on wing 2 by tail supporting rod 3, namely forms X-shaped four rotor-hub configuration form on wing 2. The such as airborne equipment such as energy source device, Aerial Electronic Equipment and task device having on aircraft, is mountable in the space within fuselage 1. Wing 2 is symmetrical relative to the length direction of fuselage 1, and namely wing 2 is symmetrical on board the aircraft.
In this case, this aircraft has two kinds of state of flights, fixed-wing state and many rotors state. Under fixed-wing state, Vertical Dynamic unit 5 does not work, and the pulling force of the horizontal power unit 6 flat propeller that flies forward overcomes aerodynamic drag, and wing 2 produces aerodynamic lift, overcomes gravity; Under many rotors state, owing to Vertical Dynamic unit 5 has the front and back mounted angle of non-zero, the Vertical Dynamic propeller pulling force of Vertical Dynamic unit 5 has component upwards and vertical component in front-rear direction. The vertical component of pulling force overcomes full machine gravity, simultaneously, aircraft is when design, needing Flight Vehicle Design is that line is symmetrical, and namely the center of gravity of aircraft is on the fuselage 1, so, the position of four Vertical Dynamic unit 5 and the center of gravity of aircraft have the distance of fore-and-aft direction and left and right directions, the namely rolling arm of force and the pitching arm of force, the pulling force of pulling force generation rolling and pitch orientation by changing four Vertical Dynamic propellers is poor, can provide required rolling control moment and pitch control moment; Pass through above scheme, yaw direction has following approach to provide control moment: the Vertical Dynamic propeller pulling force of four Vertical Dynamic unit 5 has horizontal component and the driftage arm of force relative to center of gravity, driftage control moment can be produced, and the rotational resistance torque of Vertical Dynamic propeller is also generally along yaw direction, therefore, the rotating speed changing these four Vertical Dynamic propellers coordinated, it is possible to change yawing. In the present embodiment, the length direction of tail supporting rod 3 is positioned at the fore-and-aft direction of aircraft, namely tail supporting rod 3 is parallel with fuselage 1, simultaneously two tail supporting rods 3 each other symmetrically relation be arranged at the not homonymy of fuselage 1, Vertical Dynamic unit 5 position of fuselage 1 not homonymy is also symmetrical, the Vertical Dynamic propeller tilt angle of fuselage 1 not homonymy Vertical Dynamic unit 5 is also symmetrical, to promote the controllable precision to this aerocraft flying parameter.
Embodiment 2:
The present embodiment is further qualified on the basis of embodiment 1, as shown in Figures 1 to 4, the trailing edge of described empennage 4 is also hingedly connected with the pneumatic rudder face of two panels symmetrical relation each other. Described pneumatic rudder face is elerudder, when aircraft flies with fixed-wing attitude, can pass through pneumatic rudder face, the flight attitude of aircraft is adjusted.
The wing 2 of fuselage 1 both sides is provided with driftage control unit 7, described driftage control unit 7 includes driftage propeller, described driftage propeller for providing the pulling force being oriented parallel to fuselage 1 length direction to wing 2, and driftage control unit 7 is near the end of wing 2.
In above scheme, driftage control unit 7 is used for providing yawing, there is provided mechanism as follows: about aircraft, two driftage control units 7 are respectively provided with the left and right distance relative to aircraft center of gravity, namely go off course the arm of force, therefore when two, left and right propeller has speed discrepancy, it becomes possible to driftage control moment is provided.
By Vertical Dynamic unit 5 and driftage control unit 7 both approach, ensure that the aircraft maximum yaw control moment that this utility model provides increases substantially compared to existing technology, avoid driftage and control the saturated negative effect for aircraft manufacturing technology, improve the robustness of aircraft, it is more notable that this beneficial effect embodies on the composite wing vertically taking off and landing flyer that yaw rotation inertia is relatively large.
For making to measure to the greatest extent the driftage arm of force providing length into driftage control unit 7, when propeller output of going off course is certain, to obtain driftage control moment big as far as possible, two driftage control units 7 lay respectively on the wingtip of fuselage 1 not homonymy wing 2.
Owing to driftage control unit 7 is when aircraft works, have duty two kinds different: driftage propeller rotational or do not rotate, for realizing driftage propeller when not rotating, the resistance produced during by front flying makes driftage propeller spontaneous folding, reducing the aerodynamic drag of aircraft flight, described driftage propeller is folding propeller.
For ease of changing the driftage control unit 7 size to vehicle yaw control moment, described driftage propeller is feather propeller. As those skilled in the art, the feather propeller of driftage control unit 7 has the driftage arm of force relative to center of gravity, for in motor, electron speed regulator and steering wheel that feather propeller provides, rotating speed and the pitch of feather propeller, corresponding change driftage control moment can be adjusted by coordinating the instruction of change electron speed regulator and steering wheel.
The lower surface position of described tail supporting rod 3 is lower than aircraft miscellaneous part. In the aircraft that this case provides, tail supporting rod 3 stress when this aircraft vertical rises is relatively big, therefore requires that tail supporting rod 3 to have enough intensity and rigidity, in this case, and the support that tail supporting rod 3 is stopped as VTOL and ground. Therefore, this version eliminates undercarriage, simplifies the type of attachment of Vertical Dynamic unit 5, is merged by function and improves structure efficiency, improves air vehicle overall performance. Tail supporting rod 3 is in this aircraft, it is achieved that be connected with wing 2 and fuselage 1 by empennage 4; Vertical Dynamic unit 5 is connected with wing 2 and fuselage 1, it may have merged by function and improve structure efficiency, improve the beneficial effect of air vehicle overall performance.
Embodiment 3:
The basis of any one technical scheme that the present embodiment provides in above example is further qualified, as shown in Figure 1 to Figure 4, for ease of changing wing 2 under aircraft high-speed flight state, yawing and rolling moment is exported by wing 2, simultaneously facilitate the size adjustment of above-mentioned yawing and rolling moment, the wing 2 of each side of fuselage 1 is all hingedly connected with a piece of aileron, two panels aileron is symmetrical relative to the length direction of fuselage 1, the inclination angle of described aileron and wing 2, and the inclination angle of aileron and fuselage 1 is all adjustable.
As being used for braking the form that implements of the flat driving device flying propeller rotational, the described flat propeller that flies adopts internal combustion engine or motor to drive. It is preferably arranged to driving device and includes internal combustion engine and motor, so that fly propeller to flat there are two kinds of drive forms, be beneficial to the safety under the high-speed flight of this unmanned plane.
Embodiment 4:
The one present embodiments providing scheme described in the utility model implements form: a kind of composite wing vertically taking off and landing flyer, is made up of fuselage 1, wing 2, tail supporting rod 3, empennage 4, Vertical Dynamic unit 5, horizontal power unit 6 and driftage control unit 7. The Gross Weight Takeoff 70kg of aircraft, cruising flight speed 35m/s, the geometric parameter of fixed-wing is as follows: wing 2 area 1.9m2, length 4.3m, mean aerodynamic chord 0.435m, contraction coefficient 0.75, root chord length 0.5m, tip chord length 0.375m; Adopt double; two shoe inverted " v " empennage 4, equivalent level empennage 4 tail capacity 0.5, equivalence vertical tail 4 tail capacity 0.06, then 40 degree of inverted " v " empennage 4 upper counterangle, empennage 4 area 0.3m2, equivalent level empennage 4 area 0.23m2, equivalence vertical tail 4 area 0.19m2, tail force arm 2.0m, empennage 4 length 0.5m, empennage 4 mean chord 0.3m, contraction coefficient 0.65, root chord length 0.375m, tip chord length 0.225m. Aircraft wing 2 and empennage 4 parameter ensure that the flight of high speed fixed-wing offline mode, also become the basic foundation determining Vertical Dynamic unit 5 size and installation site simultaneously.
Owing to aircraft adopts Bi-Tail-Boom Layout, and Gross Weight Takeoff is relatively big, and therefore its inertia is relatively big, three axle inertia respectively 17.5kgm2, 24.5kgm2, 47.3kgm2, it is seen that under this distribution form, yaw direction inertia reaches the inertia more than 2 times of rolling and pitching, and this control ability resulting in yaw direction requires more than two other direction.
The Vertical Dynamic propeller of Vertical Dynamic unit 5 is defined below, the parameter of motor, for illustrating that prior art and this utility model provide the control ability of additional driftage control moment by Vertical Dynamic unit 5 inclination angle, wing 2 is installed the distribution form of X-shaped four rotor simultaneously, then the left and right distance of tail supporting rod 3 is 0.8m, the then Vertical Dynamic airscrew diameter 0.6m of Vertical Dynamic unit 5, ensure not have movement interference, Vertical Dynamic propeller geometrical pitch 0.25m, motor supply voltage 50V, KV value 150, maximum pull 235N, maximum (top) speed 6000rpm, peak power 5000W, maximum rotation resistance square 3.22Nm, hovering situation lower pulling force 175N, hover rotating speed 5100rpm, and hover power 3200W, and hovering pwm signal is 61%.
Prior art, left front motor and right rear motor rotate counterclockwise in vertical view direction, produce positive yawing; Right front motor and left back motor rotate clockwise in vertical view direction, produce negative yawing. Firstly the need of ensureing full machine pulling force, pulling force 235N when left front motor and right rear motor rotating speed are maximum, the pulling force 115N of two other Vertical Dynamic propeller, rotating speed 4200rpm, rotational resistance torque 1.79Nm need to be used. Then prior art produces driftage control moment by the difference of four Vertical Dynamic unit 5 rotational resistance torques, then the maximum yaw control moment that can produce is 1.14Nm, the maximum yaw angle rate of acceleration 0.024rad/s that can produce2, and maximum angular rate of acceleration respectively 8.75Nm and the 6.12Nm that rolling and pitch orientation can produce, control ability differs 100 times.
4 set Vertical Dynamic unit 5 all have the front and back mounted angle of non-zero, and incline direction is introversion, and angle of inclination is 15 degree, i.e. the hypsokinesis of left front Vertical Dynamic unit 5, then left back Vertical Dynamic unit 5 leans forward, by that analogy. Then hovering pulling force 181N, hovering rotating speed 5300rpm, then for providing maximum yaw control moment to ensure the component cancellation gravity of pulling force simultaneously, the need rotating speed 4550rpm of left back motor and right front motor, then horizontal component difference 27.2N, then maximum yaw control moment is 21.8Nm, it is provided that maximum yaw angle rate of acceleration 0.467rad/s2, compared with prior art, its driftage control ability improves nearly 20 times.
The ability that by go off course control unit 7 produced driftage control moment is considered below, wing 2 span 4.3m, two driftage control units 7 are 4.2m relative to the left and right distance of center of gravity, the driftage propeller of driftage control unit 7 is 0.25m, motor supply voltage 32V, motor KV value 270, driftage propeller maximum (top) speed 8000rpm, maximum pull 12N, peak power 160W, then the maximum yaw angle rate of acceleration 0.54rad/s that can provide2, driftage control ability under its low-speed condition reaches nearly 20 times of prior art. And, by change of flight device Gross Weight Takeoff and size, Vertical Dynamic unit 5 parameter data it appeared that, take-off weight is more big, the difference that the driftage control ability of composite wing vertically taking off and landing flyer compares rolling and pitch control ability is more obvious, prior art substantially cannot realize control of effectively going off course, and the more remarkable effect of the technical scheme increasing driftage control ability that this utility model provides, therefore, technical solutions of the utility model are more necessary on the composite wing vertically taking off and landing flyer that Gross Weight Takeoff is bigger.
As those skilled in the art, the technical term adopted in this case: Vertical Dynamic propeller, flat fly propeller, driftage propeller is substantially propeller, the difference that technical term is expressed is only for distinguishing the propeller of aircraft different parts.
Above content is further description this utility model made in conjunction with concrete preferred implementation, it is impossible to assert that detailed description of the invention of the present utility model is confined to these explanations. For this utility model person of an ordinary skill in the technical field, without departing from other embodiments drawn under the technical solution of the utility model, should be included in protection domain of the present utility model.
Claims (9)
1. a composite wing vertically taking off and landing flyer, including fuselage (1), wing (2), tail supporting rod (3), empennage (4), Vertical Dynamic unit (5) and horizontal power unit (6), described wing (2) is fixed on fuselage (1) stage casing, and wing (2) is symmetrical relative to the length direction of fuselage (1);
Tail supporting rod (3) is two, and different tail supporting rods (3) are individually fixed on the wing (2) of fuselage (1) not homonymy;
Horizontal power unit (6) is fixed on fuselage (1), and the left and right end of empennage (4) is fixing from the afterbody of different tail supporting rods (3) respectively to be connected,
It is characterized in that, described Vertical Dynamic unit (5) is four, each tail supporting rod (3) is provided with two Vertical Dynamic unit (5), two Vertical Dynamic unit (5) of fuselage (1) homonymy are positioned at the diverse location of aircraft length direction, and in two Vertical Dynamic unit (5) of fuselage (1) homonymy, the Vertical Dynamic unit (5) in front is positioned at the front of aircraft center of gravity, and the Vertical Dynamic unit (5) at rear is positioned at the rear of aircraft center of gravity;
Described Vertical Dynamic unit (5) includes Vertical Dynamic propeller, motor and electron speed regulator, and described electron speed regulator is for controlling the rotating speed of motor, and described motor is used for braking Vertical Dynamic propeller rotational;
The Vertical Dynamic propeller axis of described Vertical Dynamic unit (5) has the mounted angle of non-zero, the incline direction of Vertical Dynamic propeller axis is tilt to the front or behind of aircraft, with in the process of Vertical Dynamic propeller works, Vertical Dynamic unit (5) can produce the component to aircraft front or behind; Described horizontal power unit (6) includes can producing to fly propeller along the flat of fuselage (1) length direction pulling force.
2. a kind of composite wing vertically taking off and landing flyer according to claim 1, it is characterised in that be also hingedly connected with the pneumatic rudder face of two panels symmetrical relation each other on the trailing edge of described empennage (4).
3. a kind of composite wing vertically taking off and landing flyer according to claim 1, it is characterized in that, the wing (2) of fuselage (1) both sides is provided with driftage control unit (7), described driftage control unit (7) includes driftage propeller, described driftage propeller for providing the pulling force being oriented parallel to fuselage (1) length direction to wing (2), and driftage control unit (7) is near the end of wing (2).
4. a kind of composite wing vertically taking off and landing flyer according to claim 3, it is characterised in that two driftages control unit (7) lay respectively on the wingtip of fuselage (1) not homonymy wing (2).
5. a kind of composite wing vertically taking off and landing flyer according to claim 3, it is characterised in that described driftage propeller is folding propeller.
6. a kind of composite wing vertically taking off and landing flyer according to claim 3, it is characterised in that described driftage propeller is feather propeller.
7. a kind of composite wing vertically taking off and landing flyer according to claim 1, it is characterised in that the lower surface position of described tail supporting rod (3) is lower than aircraft miscellaneous part.
8. a kind of composite wing vertically taking off and landing flyer as claimed in any of claims 1 to 6, it is characterized in that, the wing (2) of fuselage (1) each side is all hingedly connected with a piece of aileron, two panels aileron is symmetrical relative to the length direction of fuselage (1), the inclination angle of described aileron and wing (2), and the inclination angle of aileron and fuselage (1) is all adjustable.
9. a kind of composite wing vertically taking off and landing flyer as claimed in any of claims 1 to 6, it is characterised in that the described flat propeller that flies adopts internal combustion engine or motor to drive.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620043336.0U CN205293086U (en) | 2016-01-18 | 2016-01-18 | Composite wing VTOL aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620043336.0U CN205293086U (en) | 2016-01-18 | 2016-01-18 | Composite wing VTOL aircraft |
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| CN205293086U true CN205293086U (en) | 2016-06-08 |
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| CN201620043336.0U Active CN205293086U (en) | 2016-01-18 | 2016-01-18 | Composite wing VTOL aircraft |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105539835A (en) * | 2016-01-18 | 2016-05-04 | 成都纵横自动化技术有限公司 | Composite-wing vertical take-off and landing aircraft |
| RU2652861C1 (en) * | 2017-02-28 | 2018-05-03 | Дмитрий Сергеевич Дуров | Multi-purpose deck helicopter aircraft |
| CN108202865A (en) * | 2016-12-20 | 2018-06-26 | 李星辉 | A kind of remotely-piloted vehicle |
| CN109878700A (en) * | 2017-12-06 | 2019-06-14 | 湖南鲲鹏智汇无人机技术有限公司 | A kind of feather combination wing vertical take-off and landing drone |
-
2016
- 2016-01-18 CN CN201620043336.0U patent/CN205293086U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105539835A (en) * | 2016-01-18 | 2016-05-04 | 成都纵横自动化技术有限公司 | Composite-wing vertical take-off and landing aircraft |
| CN108202865A (en) * | 2016-12-20 | 2018-06-26 | 李星辉 | A kind of remotely-piloted vehicle |
| RU2652861C1 (en) * | 2017-02-28 | 2018-05-03 | Дмитрий Сергеевич Дуров | Multi-purpose deck helicopter aircraft |
| CN109878700A (en) * | 2017-12-06 | 2019-06-14 | 湖南鲲鹏智汇无人机技术有限公司 | A kind of feather combination wing vertical take-off and landing drone |
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