CN211766285U - Aircraft with split type lifting aileron and double-duct rotor wing - Google Patents

Abstract

The utility model provides an aircraft with split type lifting ailerons and double-duct rotor wings, which comprises a fuselage (10), an undercarriage (20), a left wing (30) and a right wing (40) which are respectively arranged at the left side and the right side of the fuselage (10); the landing gear (20) is respectively arranged on the fuselage (10), the left wing (30) and the right wing (40); and the extending ends of the left wing (30) and the right wing (40) are respectively provided with a left duct power device (50) and a right duct power device (55). Compare in other VTOL fixed wing aircraft, the utility model discloses a split type lift aileron and duct, the rotor is built-in the duct, compares with isolated rotor, and the existence of duct has improved the regional characteristic of streaming around of rotor oar point, has reduced the oar point loss, has advantages such as simple structure, voyage far away, thrust is big, aerodynamic efficiency is high, the security is high and small in noise.

Description

Aircraft with split type lifting aileron and double-duct rotor wing

Technical Field

The utility model relates to an aircraft technical field, concretely relates to aircraft with split formula lift aileron and two duct rotors.

Background

The fixed-wing aircraft has the characteristics of long flight time and long range, but the takeoff and landing generally need a runway for long-distance taxiing, so that the use environment is greatly limited. Some small-size fixed wing aircraft have adopted catapult take-off or hand throwing to take-off, the supplementary mode of descending of parachute, though do not need special runway, but need special catapult or the operating personnel who passes through professional training during the takeoff, although the parachute can slow down the impact force that the aircraft landed, still have certain damage to the aircraft during the landing, obviously also not ideal mode.

The vertical take-off and landing fixed wing aircraft can solve the problems. The existing vertical take-off and landing fixed wing aircraft mainly comprises the following forms. The first is a tiltrotor type, typically represented by the U.S. V-22 "osprey" tiltrotor aircraft. The direction of the rotor wing is changed through the tilting mechanism during the lifting. The second is a rotor propeller type, and the aircraft has two sets of power systems in the horizontal direction and the vertical direction simultaneously. During take-off and landing, the rotor wing in the horizontal direction rotates to generate upward lift force, and during flat flight, the propeller in the vertical direction rotates to generate forward thrust force to generate lift force by means of the wing. The third type is a tailstock type, and the state conversion of horizontal flight and vertical take-off and landing of the aircraft is realized through the deflection of the control surface of the aircraft.

In the existing vertical take-off and landing fixed wing aircraft, the structures of a tilting rotor type and a rotor propeller type are complex, the aircraft is heavy, the reliability is low, the range of the aircraft is short, most tailstock type vertical take-off and landing aircraft adopt more than 2 rotors and empennages, the structure is complex, the weight is heavy, and the invisibility is low; and no duct is provided, the thrust of the rotor wing is small, the pneumatic efficiency is low, and the safety is low.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to design one kind and adopted the duct rotor design, the rotor is built-in the duct, compares with isolated rotor, and the existence of duct has improved the regional characteristics of streaming around of rotor tip, has reduced the aircraft that has split formula lift aileron and two duct rotors of tip loss to solve the problem that proposes in the above-mentioned background art.

In order to achieve the purpose, the utility model provides an aircraft with split type lifting ailerons and double-duct rotor wings, which comprises an aircraft body, an undercarriage, a left wing and a right wing which are respectively arranged at the left side and the right side of the aircraft body;

the landing gear is provided with more than two pieces and is respectively arranged on the fuselage, the left wing and the right wing;

the left wing and the right wing are symmetrically arranged through a fuselage, a left rudder unit and a left split type elevon driven by the left rudder unit are further arranged on the left wing, and a right rudder unit and a right split type elevon driven by the right rudder unit are arranged on the right wing.

Preferably, the undercarriage is preferably provided with four pieces, the first landing gear is arranged at the extending end of the left wing, the second landing gear is arranged at the extending end of the right wing, and the third landing gear and the fourth landing gear are respectively arranged on the fuselage and are fixedly arranged at the middle rear end of the fuselage.

Preferably, the structure of the right split elevon is identical to that of the left split elevon, and the structure of the right rudder unit is identical to that of the left rudder unit.

Preferably, the extending ends of the left wing and the right wing are respectively provided with a left duct power device and a right duct power device.

Preferably, the left split elevon comprises an aileron main body, and an aileron upper part and an aileron lower part which are connected to the aileron main body, wherein the aileron upper part is connected with the aileron main body through a first rotating shaft, and the aileron lower part is connected with the aileron main body through a second rotating shaft, so that the aileron upper part and the aileron lower part can respectively rotate relative to the aileron main body;

preferably, the left steering unit comprises an upper left steering engine, a lower left steering engine, an upper left driving rod and a lower left driving rod, wherein the mounting ends of the upper left steering engine and the lower left steering engine are respectively mounted on the upper surface and the lower surface of the left wing, and the driving ends of the upper left steering engine and the lower left steering engine are respectively connected with the upper left driving rod and the lower left driving rod;

preferably, one end of the upper left driving rod is connected with the driving end of the upper left steering engine, and the other end of the upper left driving rod is connected with the upper part of the aileron, so that the upper part of the aileron is driven;

preferably, one end of the lower left driving rod is connected with the driving end of the lower left steering engine, and the other end of the lower left driving rod is connected with the lower portion of the aileron, so that the lower portion of the aileron is driven.

As a further aspect of the present invention: left side duct power device includes duct, rotor and rotating electrical machines, the duct is located to the coaxial cover of rotor, the rotor is connected in rotating electrical machines's drive end to through rotating electrical machines drive rotor, the axis direction of duct with the axis direction of fuselage is the same.

As a further aspect of the present invention: the working principle of the utility model is as follows:

the left split elevon and the right split elevon can simultaneously move upwards from the upper part or downwards from the lower part to generate pitching moment, so that the aircraft raises or lowers the head, and the split elevon can realize the function of an elevator at the moment; when the upper part of one side of the left split type elevon and the lower part of the other side of the split type elevon move upwards and downwards, rolling torque is generated, so that the aircraft rolls left and right, and the rolling function of the aircraft is realized; when the upper part of one side of the left split type elevon and the lower part of the right split type elevon move upwards and downwards, and the other side of the left split type elevon and the right split type elevon does not move, the left split type elevon and the right split type elevon are attached to each other, yaw moment is generated, the left and the right of the aircraft are deflected, and the function of a rudder is realized.

Use the technical scheme of the utility model, following beneficial effect has:

(1) the utility model discloses a split formula lift aileron has cancelled the fin, has simple structure, light in weight, voyage far away and advantage that stealthy nature is high.

(2) The utility model discloses a duct rotor design, the rotor is built-in the duct, compares in only the rotor does not have the aircraft of duct, not only can avoid the rotor to hurt other people, can avoid the rotor to be damaged by the foreign object moreover.

(3) The utility model discloses a duct rotor design, the rotor is built-in the duct, compares with isolated rotor, and the existence of duct has improved the regional characteristic of streaming around of rotor oar point, has reduced the oar point loss. Under the same rotational speed condition, the duct rotor produces bigger pulling force, and required power is slightly littleer, and duct rotor system has higher aerodynamic efficiency, has advantages such as thrust is big, aerodynamic efficiency is high, the security is high and the noise is little.

(4) The utility model discloses a yaw that can both control the aircraft can be controlled to the rotational speed of control left and right rotor or left and right split lift aileron, when rotor or split lift aileron's control broke down, still can manipulate the aircraft, has the high advantage of security.

In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be described in further detail with reference to the drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification. In the drawings:

fig. 1 is an axial view of the overall structure of the present invention;

FIG. 2 is an axial schematic view of a middle left split elevon of the present invention;

FIG. 3 is a schematic view of the upper and lower portions of a middle left split elevon of the present invention being closed simultaneously;

FIG. 4 is a schematic view of the upper portion of the middle left split elevon of the present invention being independently opened under the drive of the upper left steering engine;

FIG. 5 is a schematic view of the lower part of the middle left split elevon of the present invention being independently opened under the driving of the left lower steering engine;

FIG. 6 is a schematic view of the present invention with the upper and lower portions of the left split elevon simultaneously open;

fig. 7 is a schematic view of the flight attitude during the vertical lift phase of the present invention;

FIG. 8 is a schematic view of the flight attitude of the present invention in oblique flight;

fig. 9 is a schematic view of the flight attitude during the cruise phase of the present invention.

Wherein:

10: fuselage, 20: landing gear, 201: first landing, 202: second landing gear, 203: third landing gear, 204: fourth lifting and lowering frame, 30: left wing, 40: right wing, 50: left duct power plant, 501: left duct, 502: left rotor, 503: left rotary motor, 60: right duct power device, 601: right duct, 602: right rotor, 603: right rotating electrical machine, 70: left split elevon 701: aileron body, 702: aileron upper portion, 703: lower flap portion, 704: first rotation shaft, 705: second rotation shaft, 71: left rudder unit, 711: upper left steering engine, 712: lower left steering engine, 721: upper left drive lever, 722: lower left drive rod, 80: right split elevon.

Detailed Description

The embodiments of the invention will be described in detail hereinafter with reference to the accompanying drawings, but the invention can be implemented in many different ways, which are defined and covered by the claims.

Unless defined otherwise, technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure belongs. The terms "upper", "lower", "left", "right", and the like used in the specification and claims of the present disclosure are used only to indicate relative positional relationships, and when the absolute position of a described object is changed, the relative positional relationships are changed accordingly. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect.

Referring to fig. 1, an aircraft with split elevon and dual-duct rotor wing includes a fuselage 10, a landing gear 20, a left wing 30 and a right wing 40 respectively disposed at left and right sides of the fuselage 10, a left duct power device 50 and a right duct power device 60 respectively mounted at extension ends of the left wing 30 and the right wing 40;

the landing gear 20 is provided with more than two pieces and is respectively arranged on the fuselage 10, the left wing 30 and the right wing 40;

the left wing 30 and the right wing 40 are symmetrically arranged by a fuselage 10, the left wing 30 is also provided with a left rudder unit 71 and a left split elevon 70 driven by the left rudder unit 71, and the right wing 40 is provided with a right steering engine unit 81 and a right split elevon 80 driven by the right rudder unit 81;

the structure of the left ducted power unit 50 is identical to that of the right ducted power unit 60.

Preferably, the landing gear 20 is preferably provided with four pieces, the first landing gear 201 is provided at the extending end of the left wing 30, the second landing gear 202 is provided at the extending end of the right wing 40, and the third landing gear 203 and the fourth landing gear 204 are respectively provided at the rear end of the fuselage 10 and symmetrically arranged with respect to the fuselage 10.

Preferably, the structure of the right split elevon 80 is the same as that of the left split elevon 70, and the structure of the right steering gear set 81 is the same as that of the left rudder unit 71.

As a further embodiment of the present invention: taking the structure of the left split elevon 70 as an example, referring to fig. 2, a left rudder unit 71 and a left split elevon 70 driven by the left rudder unit 71 are further provided on the left wing 30;

preferably, the left split elevon 70 comprises an aileron body 701, and an aileron upper part 702 and an aileron lower part 703 connected to the aileron body 701, wherein the aileron upper part 702 is connected to the aileron body 701 by a first rotating shaft 704, and the aileron lower part 703 is connected to the aileron body 701 by a second rotating shaft 705, so that the aileron upper part 702 and the aileron lower part 703 can respectively rotate relatively to the aileron body 701;

preferably, the left rudder unit 71 comprises an upper left steering engine 711, a lower left steering engine 712, an upper left driving rod 721 and a lower left driving rod 722, wherein the mounting ends of the upper left steering engine 711 and the lower left steering engine 712 are respectively mounted on the upper surface and the lower surface of the left wing 30, and the driving ends are respectively connected with the upper left driving rod 721 and the lower left driving rod 722;

preferably, one end of the upper left driving rod 721 is connected to the driving end of the upper left steering engine 711, and the other end is connected to the upper aileron portion 702, so as to drive the upper aileron portion 702;

preferably, one end of the left lower driving rod 722 is connected with the driving end of the left lower steering gear 712, and the other end is connected with the lower aileron part 703, so as to drive the lower aileron part 703.

As a further embodiment of the present invention: the left duct power device 50 comprises a duct 501, a rotor 502 and a rotating motor 503, wherein the rotor 502 is coaxially sleeved in the duct 501, the rotor 502 is connected to the driving end of the rotating motor 503 so as to drive the rotor 502 through the rotating motor 503, and the axial direction of the duct (501) is the same as the axial direction of the fuselage (10);

preferably, the duct 501 is fixedly arranged in the extension of the left wing 30.

Preferably, the working steps and the principle of the left split elevon 70 are as follows:

1. when the upper portions of the left and right split elevon are opened simultaneously as shown in fig. 4, or the lower portions of the left and right split elevon are opened simultaneously as shown in fig. 5, the left and right split elevon generate pitching moment to raise or lower the head of the aircraft, at this time, the split elevon can implement the function of elevator;

2. when the upper part of one side of the left and right split elevon is opened as shown in fig. 4, and the lower part of the other side is also opened as shown in fig. 5, the left and right split elevon generates a rolling torque to roll the aircraft left and right, thereby realizing the function of the aileron;

3. when the upper and lower portions of one side of the left and right split elevon are opened simultaneously as shown in fig. 6, i.e., the upper portion moves upward and the lower portion moves downward, and the upper and lower portions of the other side are closed simultaneously as shown in fig. 3, the left and right split elevon generates yawing moment to yaw the aircraft left and right, thereby realizing the rudder function.

As a further embodiment of the present invention: referring to fig. 7 to 9, the working steps and principle of the present invention are as follows:

first, vertical takeoff phase

In the takeoff stage, the aircraft is vertically placed on a takeoff plane through the undercarriage, the head of the aircraft body is upward, the tail of the aircraft body is downward, and the rotor wing is located in the horizontal plane. The rotating electrical machines are started, the rotating electrical machines drive the rotors to rotate, vertical upward lift force is generated, and when the lift force of the ducted rotors is larger than the self gravity of the aircraft, the aircraft vertically takes off in a rotor mode.

Second, adjusting stage before cruising

After the aircraft vertically takes off, the lower parts of the left and right split type lifting ailerons are controlled by the left and right lower steering engines to be opened simultaneously to generate head lowering moment, so that the aircraft gradually lowers the head, and the aircraft can be gradually switched from a rotor aircraft mode to a fixed wing aircraft mode.

Third, cruise stage

When the attitude of the aircraft is adjusted to a position close to the horizontal, the aircraft flies in the fixed-wing aircraft mode. At the moment, the ducted rotor wing generates forward thrust, the wing generates upward lift, and the aircraft flies at a faster speed.

The left and right rudder units control the upper and lower parts of one side of the left and right split elevon to be opened simultaneously, namely the upper part moves upwards and the lower part moves downwards, and the other side is closed simultaneously, namely the left and right split elevon is kept attached.

The left and right split elevon are controlled by the left and right rudder units to be opened at the upper part or opened at the lower part at the same time, at the moment, the left and right split elevon generate pitching moment to raise or lower the head of the aircraft, and at the moment, the split elevon can realize the function of an elevator; the upper part of one side of the left split type elevon and the lower part of the other side of the left split type elevon and the right split type elevon are opened, and at the moment, the left split type elevon and the right split type elevon generate rolling torque to enable the aircraft to roll left and right, so that the function of the elevon is realized.

The thrust of the left duct rotor and the right duct rotor can be controlled by controlling the rotating speed of the left rotating motor and the right rotating motor. When the thrust of the left duct rotor wing and the thrust of the right duct rotor wing are unequal, the yawing moment is generated, so that the left and right yawing of the aircraft are realized.

Fourth, adjusting stage before landing

When the aircraft is ready to land, the upper parts of the left and right split type lifting ailerons are controlled by the left and right upper steering engines to be opened at the same time, head raising torque is generated, the aircraft is gradually raised, and the aircraft can be gradually switched from a fixed wing aircraft mode to a rotor aircraft mode.

Fifth, vertical landing stage

During the landing phase, the aircraft is in rotorcraft mode. Reduce the rotational speed of rotating electrical machines, when the lift of duct rotor is less than aircraft self gravity, the aircraft descends with the rotor craft mode is vertical.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (8)

1. An aircraft with split elevon and double ducted rotors, characterized in that: comprises a fuselage (10), an undercarriage (20), a left wing (30) and a right wing (40) which are respectively arranged at the left side and the right side of the fuselage (10);

the landing gear (20) is provided with more than two pieces and is respectively arranged on the fuselage (10), the left wing (30) and the right wing (40);

the left wing (30) is provided with a left rudder unit (71) and a left split elevon (70) driven by the left rudder unit (71), and the right wing (40) is provided with a right rudder unit (81) and a right split elevon (80) driven by the right rudder unit (81);

the structure of the right wing (40) is consistent with that of the left wing (30), the structure of the right steering engine group (81) is consistent with that of the left rudder unit (71), and the structure of the right split elevon (80) is consistent with that of the left split elevon (70).

2. The aircraft of claim 1, wherein: the landing gear (20) is provided with four pieces, the first landing gear (201) is arranged at the extending end of the left wing (30), the second landing gear (202) is arranged at the extending end of the right wing (40), the third landing gear (203) and the fourth landing gear (204) are respectively arranged on the machine body (10) and are fixedly arranged at the middle rear end of the machine body (10).

3. The aircraft of claim 1, wherein: the left rudder unit (71) comprises an upper left steering engine (711), a lower left steering engine (712), an upper left driving rod (721) and a lower left driving rod (722), the mounting ends of the upper left steering engine (711) and the lower left steering engine (712) are respectively mounted on the upper surface and the lower surface of the left wing (30), and the driving ends of the upper left steering engine (711) and the lower left steering engine (712) are respectively connected with the upper left driving rod (721) and the lower left driving rod (722).

4. The aircraft of claim 3, wherein: one end of the upper left driving rod (721) is connected with the driving end of the upper left steering engine (711), and the other end of the upper left driving rod is connected with the upper aileron part (702) and used for controlling the upper aileron part (702).

5. The aircraft of claim 3, wherein: one end of the left lower driving rod (722) is connected with the driving end of the left lower steering engine (712), and the other end of the left lower driving rod is connected with the lower aileron part (703) and used for controlling the lower aileron part (703).

6. The aircraft according to any one of claims 1 to 5, characterized in that: the extending end of the left wing (30) is further fixedly provided with a left duct power device (50), and the extending end of the right wing (40) is further fixedly provided with a right duct power device (60).

7. The aircraft of claim 6, wherein: the structure of the left duct power device (50) is consistent with that of the right duct power device (60).

8. The aircraft of claim 7, wherein: left duct power device (50) are including duct (501), rotor (502) and rotating electrical machines (503), in duct (501) were located to coaxial cover in rotor (502), rotor (502) are connected in the drive end of rotating electrical machines (503) to through rotating electrical machines (503) drive rotor (502), the axis direction of duct (501) is the same with the axis direction of fuselage (10).

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