CN212354390U - Vertical take-off and landing aircraft - Google Patents

Vertical take-off and landing aircraft Download PDF

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Publication number
CN212354390U
CN212354390U CN202022157589.XU CN202022157589U CN212354390U CN 212354390 U CN212354390 U CN 212354390U CN 202022157589 U CN202022157589 U CN 202022157589U CN 212354390 U CN212354390 U CN 212354390U
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power
propeller
power source
wing
aircraft
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张海浪
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Xi'an Innno Aviation Technology Co ltd
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Xi'an Innno Aviation Technology Co ltd
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Abstract

The utility model belongs to the technical field of aircrafts, and particularly discloses a vertical take-off and landing aircraft, which comprises a fuselage, wherein the front part of the fuselage is symmetrically provided with front wings in the left-right direction, and the rear part of the fuselage is symmetrically provided with rear wings in the left-right direction; the middle part of the machine body is provided with a left power set and a right power set, the left power set and the right power set are symmetrically arranged by taking the machine body as a central axis, the left power set and the right power set are connected through a main beam, and the main beam penetrates through the middle part of the machine body; the left power group and the right power group comprise two propellers and a power shaft. The vertical take-off and landing aircraft is provided with two power groups, so that the efficiency of an aircraft power system is improved; the aircraft is provided with the front wing and the rear wing, so that the pneumatic center of the whole aircraft is between the front wing and the rear wing, and the control requirement of coincidence of the center of gravity and the center of a power shaft in the vertical take-off and landing aircraft is met.

Description

Vertical take-off and landing aircraft
Technical Field
The utility model belongs to the technical field of the aircraft, concretely relates to VTOL aircraft.
Background
Vertical take-off and landing fixed wing aircraft technology has been known for a long time, and at present, 4+1 composite type or 4(2+2) tilting type is common, and moreover, tail seat type or 3(2+1) tilting type and the like are less applied.
Because the longitudinal gravity center of the fixed-wing aircraft is usually positioned at the wing, considering that the power center needs to coincide with the gravity center in a vertical take-off and landing state, the vertical starting power used by the vertical take-off and landing aircraft is basically 4-shaft power (4-shaft 4-paddle or 4-shaft 8-paddle), but due to structural size limitation, the size of a single paddle in the configuration is relatively small, the overall efficiency of an aircraft power system is limited, and the endurance time is short.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a VTOL aircraft has promoted aircraft driving system efficiency, has improved the time of endurance.
The second objective of the present invention is to provide a control method for the VTOL aerial vehicle.
The utility model discloses a realize through following technical scheme:
a vertical take-off and landing aircraft comprises an aircraft body, wherein front wings are symmetrically arranged at the front part and the left and the right of the aircraft body, and rear wings are symmetrically arranged at the rear part and the left and the right of the aircraft body;
the middle part of the machine body is provided with a left power set and a right power set, the left power set and the right power set are symmetrically arranged by taking the machine body as a central axis, the left power set and the right power set are connected through a main beam, and the main beam penetrates through the machine body;
the left power set comprises a left power shaft, a first propeller and a second propeller, the first propeller is arranged at one end of the left power shaft, and the second propeller is arranged at the other end of the left power shaft;
the right power set comprises a right power shaft, a third propeller and a fourth propeller, the third propeller is arranged at one end of the right power shaft, and the fourth propeller is arranged at the other end of the right power shaft;
the left power shaft is connected to one end of the main beam, and the right power shaft is connected to the other end of the main beam.
Furthermore, a first steering engine is arranged on one side of the left power set, a second steering engine is arranged on one side of the right power set, the first steering engine and the second steering engine are fixed on the main beam, and an output shaft of the first steering engine is connected with the left power shaft and used for driving the left power shaft to rotate relative to the main beam; and the output shaft of the second steering engine is connected with the right power shaft and is used for driving the right power shaft to rotate relative to the main beam.
Furthermore, a first power source and a second power source are installed on the left power shaft, the first propeller is connected with the first power source, the second propeller is connected with the second power source, and the steering directions of the first power source and the second power source are opposite;
the right power shaft is provided with a third power source and a fourth power source, the third propeller is connected with the third power source, the fourth propeller is connected with the fourth power source, and the steering directions of the third power source and the fourth power source are opposite.
Further, the first power source, the second power source, the third power source and the fourth power source are motors, piston engines or turboprop engines.
Further, the front wing and the rear wing are straight wings or have sweep angles.
Further, when the front wing and the rear wing are provided with sweep angles, the front wing is a forward swept wing, and the rear wing is a backward swept wing.
Further, the span length of the rear wing is greater than or equal to the span length of the front wing.
Furthermore, a vertical tail is also arranged at the rear part of the machine body.
Compared with the prior art, the utility model discloses following profitable technological effect has:
the utility model discloses a VTOL aircraft is equipped with left power group and right power group at the middle part of fuselage, and this VTOL aircraft is different from current VTOL aircraft, and two power groups about being provided with can install the bigger size screw, and the screw power is effective when having promoted VTOL, and then has promoted whole driving system's efficiency, and the consumption during flight is just lower, and power consumption is just less, and unmanned aerial vehicle's the time of endurance will increase, improves duration. The front wing is arranged at the front part of the aircraft body, the rear wing is arranged at the rear part of the aircraft body, the front and rear tandem wing layout is adopted, the two power sets are respectively arranged at the left and right sides of the aircraft body and positioned in the middle, and the two main beams are coaxially arranged, so that the pneumatic center of the whole aircraft is positioned between the front wing and the rear wing, the control requirement of the center coincidence of the pneumatic center and the two power shafts in the vertical take-off and landing aircraft is met by adjusting the size and the installation angle of the front wing and the rear wing, and the central position of the pneumatic center of the whole aircraft on the two power shafts.
Furthermore, a first steering engine drives the left power shaft to rotate relative to the main beam, a second steering engine drives the right power shaft to rotate relative to the main beam, the main beams of the two power groups are coaxially arranged, the left power shaft and the right power shaft can respectively rotate around the main beams through bearings, and the two power shafts are respectively connected with one steering engine, so that the rotation angle of the two power shafts around the main beams can be independently controlled.
Furthermore, a first power source and a second power source are installed on the left power shaft, a third power source and a fourth power source are installed on the right power shaft, the first power source and the second power source are opposite in rotation direction and same in rotation speed, and the third power source and the fourth power source are opposite in rotation direction and same in rotation speed. Therefore, when the upper propeller and the lower propeller in the power set work, the generated reactive torques can be mutually offset due to the reverse rotation, and the variable coupling which possibly occurs in the flight control is eliminated.
Furthermore, the front wing is forward swept, the rear wing is backward swept, so that the layout weight is more concentrated, the rotational inertia is smaller, the whole aircraft is more compact, and the control is facilitated.
Furthermore, the rear part of the airplane body is also provided with a vertical tail, so that the stability of the airplane in the transverse direction can be improved.
Drawings
FIG. 1 is a schematic structural view of a VTOL aerial vehicle of the present invention in a VTOL state;
FIG. 2 is a schematic structural diagram of the VTOL aerial vehicle of the present invention in a differential state;
FIG. 3 is a schematic view of the structure of the vertical take-off and landing aircraft with the left and right power sets rotating in the same direction;
FIG. 4 is a schematic structural view of the VTOL aerial vehicle of the present invention in a cruising state;
FIG. 5 is an exploded view of the power unit of the VTOL aerial vehicle of the present invention;
fig. 6 is an attack angle-lift-drag ratio curve of the vertical take-off and landing aircraft of the present invention.
Wherein, 1 is a machine body, 2 is a front wing, 3 is a rear wing, 4 is a main beam, 5 is a left power set, 6 is a right power set, 7 is a second steering engine, and 8 is a bearing;
5-1 is a first propeller, 5-2 is a second propeller, and 5-3 is a left power shaft; 6-1 is a third propeller, 6-2 is a fourth propeller, and 6-3 is a right power shaft.
Detailed Description
The present invention will now be described in further detail with reference to specific examples, which are intended to be illustrative, but not limiting, of the invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention; the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance; furthermore, unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly and encompass, for example, both fixed and removable connections; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The utility model discloses a vertical take-off and landing aircraft, wherein the front side of a fuselage 1 of the vertical take-off and landing aircraft is set as the front side, the rear side of the fuselage 1 is the rear side, the left side of the fuselage 1 is the left direction in the utility model along the direction from the rear to the front of the fuselage 1, and the right side of the fuselage 11 is the right direction in the utility model; the following uses this as a standard.
As shown in fig. 1 to 4, the utility model discloses a vertical take-off and landing aircraft, which comprises a fuselage 1, wherein a front wing 2 is respectively arranged at the front part and the left and right sides of the fuselage 1, a rear wing 3 is respectively arranged at the rear part and the left and right sides of the fuselage 1, the two front wings 2 are symmetrical relative to the fuselage 1, and the two rear wings 3 are symmetrical relative to the fuselage 1; a left power group 5 and a right power group 6 are arranged in the middle of the machine body 1, the left power group 5 and the right power group 6 are symmetrically arranged by taking the machine body 1 as a central axis, main beams 4 of the two power groups are coaxially arranged and can respectively rotate around the axes of the main beams 4, and the rotating angle of each power group around the axis of the main beam 4 can be independently controlled; each power set is fixedly provided with a power shaft, and the distances between the power shafts arranged on the two power sets and the axis of the machine body 1 are equal.
Preferably, the span length of the rear wing 3 is greater than or equal to that of the front wing 2, and the size, shape and installation angle of the front wing 3 and the rear wing 3 are adjusted, so that the aerodynamic center of the whole unmanned aerial vehicle is positioned on the central line axis of the main beam 4, the control requirement of the coincidence of the vertical take-off and landing aircraft center and the aerodynamic center is met, and meanwhile, the aerodynamic performance of the unmanned aerial vehicle is better.
The left power set 5 comprises a left power shaft 5-3, a first propeller 5-1 and a second propeller 5-2, the first propeller 5-1 is installed at one end of the left power shaft 5-3, the second propeller 5-2 is installed at the other end of the left power shaft 5-3, a first power source and a second power source are installed on the left power shaft 5-3, the first propeller 5-1 is connected with the first power source, the second propeller 5-2 is connected with the second power source, the steering directions of the first power source and the second power source are opposite, so that the rotating directions of the first propeller 5-1 and the second propeller 5-2 are opposite, and the sizes of the first propeller 5-1 and the second propeller 5-2 are equal.
The right power set 6 comprises a right power shaft 6-3, a third propeller 6-1 and a fourth propeller 6-2, the third propeller 6-1 is installed at one end of the right power shaft 6-3, the fourth propeller 6-2 is installed at the other end of the right power shaft 6-3, a third power source and a fourth power source are installed on the right power shaft 6-3, the third propeller 6-1 is connected with the third power source, the fourth propeller 6-2 is connected with the fourth power source, the third power source and the fourth power source are opposite in turning direction, so that the third propeller 6-1 and the fourth propeller 6-2 are opposite in rotating direction, and the third propeller 6-1 and the fourth propeller 6-2 are equal in size.
The first propeller 5-1 and the second propeller 5-2 can be driven by different motors or engines respectively, and in this state, the rotating speeds of the motors or the engines are controlled by flight control sending instructions respectively, and the rotating speeds can be the same or different.
As shown in fig. 5, a first steering engine is arranged on one side of the left power group 5, a second steering engine 7 is arranged on one side of the right power group 6, the first steering engine and the second steering engine 7 are fixed on the main beam 4, and an output shaft of the first steering engine is connected with the left power shaft 5-3 and used for driving the left power shaft 5-3 to rotate relative to the main beam 4; an output shaft of the second steering engine 7 is connected with the right power shaft 6-3 and used for driving the right power shaft 6-3 to rotate relative to the main beam 4.
The left power shaft 5-3 is connected to one end of the main beam 4 through a first steering engine, the right power shaft 6-3 is connected to the other end of the main beam 4 through a second steering engine 7, and rotation of the steering engines can achieve rotation of the power shafts relative to the main beam 4. The left power shaft 5-3 and the right power shaft 6-3 can rotate around the main beam 4 through a bearing 8 respectively, and the two power shafts are connected with a steering engine respectively, so that the rotation angles of the two power shafts around the main beam 4 can be controlled independently.
The upper propeller and the lower propeller in the two power groups rotate in opposite directions, so that reactive torques generated during working are mutually offset, and variable coupling possibly occurring in flight control is eliminated.
The propeller of the power pack may be replaced with a ducted fan. The ducted fan is composed of a ducted shell and ducted propellers, wherein the fixed mode of the ducted propellers is the same as that of the single propellers, and the ducted shell is fixed with a motor base or an engine mounting base.
The power source can be selected from the usual aircraft engines or electric motors, such as piston engines or turboprop engines. The power source can be pure electric drive, oil-electric hybrid power or pure oil-electric drive.
The utility model discloses control mode and traditional VTOL aircraft control in vertical take-off and vertical landing or the stage of hovering are different, specifically are:
roll control is controlled by the direct tension difference created by the difference in the rotational speed of the left power pack 5 and the right power pack 6, where the difference in rotational speed refers to the difference in the rotational speed of the propeller of the left power pack 5 and the propeller of the right power pack 6. The left power group 5 and the right power group 6 both generate vertical upward tension components, when the rotating speeds are inconsistent, the magnitudes of the vertical tension components are different, and all the components have a rolling moment around the longitudinal symmetric axis of the aircraft, so that the rolling control of the aircraft is realized.
As shown in fig. 2, the yaw control is implemented by generating a yaw moment through an asymmetric tension component caused by an angle difference between differential rotations of the left power group 5 and the right power group 6 around the main beam 4: assuming that the left power shaft 5-3 rotates towards the nose and the right power shaft 6-3 rotates towards the tail, the pulling force generated by the left power set 5 has a forward component and the pulling force generated by the right power set 6 has a backward component, a moment for enabling the aircraft to deflect rightwards exists, and then the yaw motion of the aircraft is controlled.
As shown in fig. 3, the pitching control is implemented by the left power group 5 and the right power group 6 rotating around the main beam 4 synchronously to bring about the change of the tension line to generate pitching moment: assuming that the left power shaft 5-3 and the right power shaft 6-3 synchronously rotate towards the aircraft nose, the rotation angle is less than 90 degrees, the pulling forces generated by the two power shafts have vertical upward components, and because the gravity center of the aircraft is positioned in front of the pneumatic gravity center, the aircraft generates head lowering moment at the moment, so that the aircraft lowers the head; if the rotation angle is larger than 90 degrees, the pulling forces generated by the two have vertical downward components, so that the aircraft is raised, and the pitching control of the aircraft is realized.
The front wing 2 and the rear wing 3 can be straight wings or can be provided with sweep angles, as shown in fig. 1, preferably, the front wing 2 is provided with the forward sweep, and the rear wing 3 is provided with the backward sweep, so that the layout weight is more concentrated, the rotational inertia is smaller, the whole aircraft is more compact, and the control is facilitated.
The roll of traditional aircraft is realized by the aileron, and driftage is realized by the rudder, and the every single move is realized by the elevator, the utility model discloses do not have corresponding rudder face, realize roll, driftage and every single move control with controlling power component. When traditional aircraft leaned on the above-mentioned three kinds of gestures of rudder face control, the rudder face need deflect, and the rudder face deflects and can reduce the aerodynamic performance of aircraft, and this scheme unmanned aerial vehicle aerodynamic performance is not influenced basically when the adjustment gesture.
The utility model discloses a VTOL aircraft is applicable to unmanned aerial vehicle, also is applicable to the condition that someone piloted.
The utility model discloses an unmanned aerial vehicle has optimized the configuration of front and back wing, through simulation, obtains like the emulation data shown in fig. 6, under the condition of the same emulation, the utility model discloses a lift-drag ratio is greater than the comparative example, explains the utility model discloses a pneumatic performance has had very big promotion than the comparative example. The comparative example is a conventional rotor unmanned aerial vehicle that verts, with the utility model discloses the size is the same basically, uses operating mode the same basically, and comparative unmanned aerial vehicle is a conventional rotor unmanned aerial vehicle that verts of a section, and during take-off and land, four rotor simultaneous workings when patrolling and flying, two preceding screws vert, continue work, two screws at the back are out of work.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (8)

1. A vertical take-off and landing aircraft is characterized by comprising an aircraft body (1), wherein front wings (2) are symmetrically arranged at the front part and the left and the right of the aircraft body (1), and rear wings (3) are symmetrically arranged at the rear part and the left and the right of the aircraft body (1);
a left power group (5) and a right power group (6) are arranged in the middle of the machine body (1), the left power group (5) and the right power group (6) are symmetrically arranged by taking the machine body (1) as a central axis, the left power group (5) and the right power group (6) are connected through a main beam (4), and the main beam (4) penetrates through the machine body (1);
the left power set (5) comprises a left power shaft (5-3), a first propeller (5-1) and a second propeller (5-2), the first propeller (5-1) is installed at one end of the left power shaft (5-3), and the second propeller (5-2) is installed at the other end of the left power shaft (5-3);
the right power set (6) comprises a right power shaft (6-3), a third propeller (6-1) and a fourth propeller (6-2), the third propeller (6-1) is installed at one end of the right power shaft (6-3), and the fourth propeller (6-2) is installed at the other end of the right power shaft (6-3);
the left power shaft (5-3) is connected to one end of the main beam (4), and the right power shaft (6-3) is connected to the other end of the main beam (4).
2. The VTOL aerial vehicle of claim 1, wherein a first steering engine is arranged on one side of the left power set (5), a second steering engine (7) is arranged on one side of the right power set (6), the first steering engine and the second steering engine (7) are fixed on the main beam (4), and an output shaft of the first steering engine is connected with the left power shaft (5-3) and used for driving the left power shaft (5-3) to rotate relative to the main beam (4); an output shaft of the second steering engine (7) is connected with the right power shaft (6-3) and used for driving the right power shaft (6-3) to rotate relative to the main beam (4).
3. The VTOL aerial vehicle of claim 1, wherein the left power shaft (5-3) is provided with a first power source and a second power source, the first propeller (5-1) is connected with the first power source, the second propeller (5-2) is connected with the second power source, and the first power source and the second power source are in opposite directions;
a third power source and a fourth power source are installed on the right power shaft (6-3), the third propeller (6-1) is connected with the third power source, the fourth propeller (6-2) is connected with the fourth power source, and the third power source and the fourth power source are opposite in steering.
4. The VTOL aerial vehicle of claim 3, wherein the first, second, third, and fourth power sources are motors, piston engines, or turboprop engines.
5. The VTOL aerial vehicle of claim 1, characterized in that the front wing (2) and the rear wing (3) are straight wings or with sweep angle.
6. The VTOL aerial vehicle of claim 5, characterized in that when the front wing (2) and the rear wing (3) are swept, the front wing (2) is a forward swept wing and the rear wing (3) is a backward swept wing.
7. The vtol aerial vehicle of claim 1, characterized in that the span length of the rear wing (3) is greater than or equal to the span length of the front wing (2).
8. The VTOL aerial vehicle of claim 1, characterized in that a vertical tail is also provided at the rear of the fuselage (1).
CN202022157589.XU 2020-09-27 2020-09-27 Vertical take-off and landing aircraft Active CN212354390U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202022157589.XU CN212354390U (en) 2020-09-27 2020-09-27 Vertical take-off and landing aircraft

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Application Number Priority Date Filing Date Title
CN202022157589.XU CN212354390U (en) 2020-09-27 2020-09-27 Vertical take-off and landing aircraft

Publications (1)

Publication Number Publication Date
CN212354390U true CN212354390U (en) 2021-01-15

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