CN215043672U

CN215043672U - Aircraft with four ducts in tilting layout

Info

Publication number: CN215043672U
Application number: CN202120484471.XU
Authority: CN
Inventors: 卫海粟; 郭�东; 王萌萌; 刘庆航; 尹晓辉; 李友龙; 曾东
Original assignee: Sichuan Tengdun Technology Co Ltd
Current assignee: Sichuan Tengdun Technology Co Ltd
Priority date: 2021-03-08
Filing date: 2021-03-08
Publication date: 2021-12-07
Anticipated expiration: 2031-03-08

Abstract

The utility model relates to the technical field of aircrafts, in particular to an aircraft with a four-duct tilting layout, which comprises a fuselage, wherein the front part and the tail part of the fuselage are respectively provided with a front tilting duct power device and a tail tilting duct power device, and the front tilting duct power device and the tail tilting duct power device are switched between a horizontal advancing position and a vertical lifting position; the aircraft body is provided with wings, the wings are fixedly provided with stay bars parallel to the length direction of the aircraft body, and the rear ends of the stay bars are provided with empennages. The utility model discloses a last vert duct power device's of vaulting pole power component combination can realize the VTOL of aircraft, and the action such as flat flying not only can be great reduction aircraft take off required space, has still reduced the whole resistance that the flat in-process that flies received. Through the utility model provides an aircraft structure has improved controlling stationarity and flight performance of aircraft widely, has improved the use flexibility ratio of aircraft.

Description

Aircraft with four ducts in tilting layout

Technical Field

The utility model relates to an aircraft technical field, concretely relates to aircraft of four ducts overall arrangement that verts.

Background

The existing aircraft is to realize vertical lifting, which is generally realized by a plurality of rotors providing vertical lifting force, so that the aircraft can vertically lift or descend in the rotation process of the rotors. If the aircraft needs to advance to fly, the aircraft inclines through the attitude, so that the lift force component provides advancing power, similar to the principle of a helicopter; or a special forward power device is also needed to realize horizontal flight. The first flat flight propulsion mode only provides lift force and thrust force by the vertical rotor wing, and the efficiency is low; the second flat flying mode needs to set up lifting and propelling rotor power device on the aircraft respectively, will increase aircraft self weight certainly, because the influence of a great deal of exterior structure, has still improved the aircraft at the in-process resistance of flying, increases the energy consumption of aircraft at the in-process of flying. The rotor wing generally divide into the great size paddle and the duct fan of less size of similar helicopter paddle, and utilize duct fan class's the ware of taking off perpendicularly, level flight process adopts to vert the duct to the horizontal direction to reduce the resistance that cruises more, but what vert duct class aircraft of verting can't solve better still and the control problem of crusing, perhaps for solving control and balancing problem, causes the shortcoming such as structure weight is too big, fuselage size is longer.

Therefore, the overall design of the existing vertical take-off and landing aircraft is not perfect, in the specific application process, the layout form of the aircraft per se can cause great forward resistance, the propulsion efficiency is extremely low, and in order to improve the flight efficiency and the flight performance of the aircraft, the overall layout of the aircraft needs to be optimized and improved, so a more reasonable technical scheme needs to be provided, and the defects in the prior art are overcome.

SUMMERY OF THE UTILITY MODEL

In order to solve the above-mentioned prior art defect that mentions in the content, the utility model discloses a VTOL aircraft of duct formula overall arrangement verts aims at optimizing the power overall arrangement of aircraft, makes the aircraft can be more steady nimble in the VTOL in-process, and the resistance in the process of going ahead is littleer, improves the flight performance of aircraft, increases the convenience of using.

In order to achieve the above object, the utility model discloses the technical scheme who specifically adopts is:

the aircraft with the four-duct tilting layout comprises an aircraft body, wherein a front tilting duct power device and a tail tilting duct power device are respectively arranged at the front part and the tail part of the aircraft body, and the front tilting duct power device and the tail tilting duct power device are switched between a horizontal advancing position and a vertical lifting position; the aircraft body is provided with wings, the wings are fixedly provided with stay bars parallel to the length direction of the aircraft body, and the rear ends of the stay bars are provided with empennages.

The vertical take-off and landing aircraft disclosed above provides take-off and landing power and advancing power by arranging the tilting duct power devices at the front part and the tail part of the aircraft body. The tilting culvert power device can provide upward lift force to realize vertical takeoff or landing when being switched to a vertical lifting position; after taking off, when the power needs to be provided for advancing, the tilting duct power device is gradually switched to the horizontal advancing position, the component force in the advancing direction is continuously increased, the speed is increased, meanwhile, the wings generate a certain lift force to keep the lift force demand of the airplane body, finally, the airplane reaches a flat flying state, and at the moment, the tilting duct power device is switched to the horizontal advancing position. The culvert power device has the advantages of high hovering efficiency, high force efficiency and small size in the vertical stage, and is convenient for arrangement of an aircraft; when the four ducts fly horizontally, the weight-pushing ratio is high, the acceleration capability is strong, and the flying speed is high; when the culvert is used for the manned aircraft, the culvert also has a relatively outstanding safety advantage, the contact of the rotating blades and personnel or other objects is avoided, and the safety is improved.

Further, the utility model discloses in the fin of aircraft is connected to vaulting pole that adopts, belong to the operation control component of aircraft, in order to guarantee the operation control of aircraft, optimize here and propose following a feasible selection: the number of the stay bar power assemblies is at least two. When the scheme is adopted, the support rods are symmetrically distributed on the wings at two sides of the fuselage, namely, one set of support rods is respectively distributed on the wings at two sides and is used for connecting the empennage.

Further, the wing disclosed in the present invention may take a variety of configurations, not the only definition, which is optimized and one of the possible options is: the wings are fixed upper single wings. When the scheme is adopted, the stay bar is arranged at the upper part of the wing. The horizontal thrust line height of the tail tilting duct power device is raised by the upper single wing structure and the upper support rod, and the slipstream interference of the front duct is reduced.

Further, the utility model discloses the wing that adopts still can adopt more structures, and the structure of wing is optimized and is put forward the following feasible selection here: and a tip winglet is arranged at the tip of the wing. When the scheme is adopted, the pneumatic efficiency of the cruise state of the aircraft can be improved, and the voyage are improved.

Further, the structure of the wing is refined and improved, and the following feasible scheme can be adopted: and an aileron is arranged on the outer control surface of the wing. When adopting such scheme, can improve the flight of aircraft and control stability. And a layout design of swept-back wings can be adopted, so that the focus of the whole airplane can be moved backwards, and the requirement on the longitudinal stability of the airplane is met. When the aircraft flies flatly, the thrust vector angle of the front tilting duct power device can be changed in a small range, the requirement of the aircraft on longitudinal trim is met, and dynamic pitching control can be completed by means of coordinated control of the elevon or the empennage control surface.

Still further, the structure of the wing can be further refined, and the following feasible scheme can be adopted: and a flap is arranged on the wing from the aileron to the position close to the fuselage. When the scheme is adopted, the low-speed performance of the aircraft can be further improved, and the conversion time of vertical flight and horizontal flight is shortened.

Further, the utility model discloses a fin can be multiple structure for supplementary aircraft's flight control, optimizes here and puts out one of them feasible selection: the empennage comprises an upper empennage, the wings of the upper empennage slightly deflect in the direction far away from the fuselage, and an upper rudder surface is arranged at the rear edge of the upper empennage. When the scheme is adopted, the tail wing of the aircraft can control the flight course and the like of the aircraft, and meanwhile, the upper control surface can provide course stability, so that the requirement on the capacity configuration of the vertical tail wing is reduced.

Still further, the tail fin of the aircraft is optimized, and the following feasible scheme is provided: the empennage comprises a lower side empennage, the wing of the lower side empennage deflects slightly in the direction far away from the fuselage, and a lower side control surface is arranged at the rear edge of the lower side empennage. When the scheme is adopted, the tail wing of the aircraft can control the flight course and the like of the aircraft, and meanwhile, the lower control surface can provide course stability, so that the requirement on the capacity configuration of the vertical tail wing is reduced.

The utility model discloses in, the upside fin and the downside fin of two tail booms constitute X type fin jointly, can fly stage combination control aircraft every single move, driftage and roll over at the tie, for the aircraft provides multiple rudder face combination form, guarantee aircraft control system's reliability.

Further, the utility model discloses a duct power device structure that adopts is not the only definite, optimizes here and puts out one feasible selection as follows: the power device with the tilting duct comprises a duct turbofan.

Still further, to facilitate the docking of the aircraft, the structure of the fuselage is optimized, to name one of the following possible options: the lower part of the machine body is provided with a wheel type undercarriage. When the scheme is adopted, the aircraft keeps the traditional fixed wing aircraft take-off and landing mode, and the aircraft is provided with the wheel type undercarriage, so that ultra-short take-off and landing can be realized on a runway, and power and energy are saved; under the condition of insufficient power energy or failure of a tail lifting propeller, the runway can be horizontally glided; the aircraft can provide horizontal thrust by means of the tilting duct power device and slide to a designated parking position for energy supply.

According to the utility model discloses a scheme, the aircraft provides lift through verting duct power device and realizes promoting when taking off. In the process of switching from the lifting state to the flat flying state, the tilting ducted power device is gradually switched from the vertical lifting position to the horizontal advancing position; because the duct is inclined to rotate and then is in the same direction as the airflow direction, the resistance caused by the duct is small, and the excessive influence on the flat flight of the aircraft can be avoided. In the landing stage, the angle of the tilting culvert power device can be gradually switched, and the tilting culvert power device is switched from a horizontal advancing position to a vertical lifting position, so that vertical landing is finally realized; when the fuel required by vertical landing is not enough provided, the tilting ducted power device can be not switched to the vertical lifting position, and the landing is realized by a short-distance sliding mode.

The utility model discloses in, wing, fuselage, afterbody vert duct power device's support and vaulting pole and form closed biography power structure, increased torsional rigidity, reduced local moment of flexure load, be favorable to reducing structure weight.

Compared with the prior art, the utility model discloses the beneficial effect who has is:

the utility model discloses a last vert duct power device's of vaulting pole power component combination can realize the VTOL of aircraft, and the action such as flat flying not only can be great reduction aircraft take off required space, has still reduced the whole resistance that the flat in-process that flies received. Through the utility model provides an aircraft structure has both solved the problem that the installation was arranged to the rear portion duct through the tail boom structure, has shortened fuselage length, and the fuselage structure weight of reduction has still solved arranging of fin, has improved the aircraft widely and has hung down, the ability and the flight performance of controlling of horizontal stage, has promoted the use flexibility ratio of aircraft.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only show some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to these drawings without creative efforts.

Fig. 1 is an overall schematic view of a vertical ascent and descent state of an aircraft (a state in which a downtilt turning force device is located at a vertical lift position).

Fig. 2 is an overall schematic view of the aircraft in a flat flight state (in which the downtilt turning force device is in a horizontal forward position).

In the above drawings, the meanings of the respective symbols are: 1. the tail end of the culvert power device is tilted; 2. an upper side fin; 3. a lower side fin; 4. wingtip winglets; 5. a wheeled landing gear; 6. a front tilt culvert power plant; 7. a body; 8. an airfoil; 9. a flap; 10. a stay bar.

Detailed Description

The present invention will be further explained with reference to the drawings and the embodiments.

It should be noted that the description of the embodiments is provided to help understanding of the present invention, but the present invention is not limited thereto. Specific structural and functional details disclosed herein are merely illustrative of example embodiments of the invention. The present invention may, however, be embodied in many alternate forms and should not be construed as limited to the embodiments set forth herein.

Examples

The problem that the aircraft for the existing vertical take-off and landing has the problems of low control reliability and large flat flight resistance is solved, and the embodiment provides an improved aircraft. The method comprises the following specific steps:

as shown in fig. 1 and fig. 2, the present embodiment discloses a fuselage 7, a front tilt ducted power device 6 and a tail tilt ducted power device 1 are respectively arranged at the front and the tail of the fuselage 7, and both the front tilt ducted power device 6 and the tail tilt ducted power device 1 are switched between a horizontal advance position and a vertical lift position; the fuselage 7 is provided with wings 8, the wings 8 are fixedly provided with stay bars 10 parallel to the length direction of the fuselage 7, and the rear ends of the stay bars 10 are provided with empennages.

The vertical take-off and landing aircraft disclosed above provides take-off and landing power and advancing power by arranging the tilt ducted power device and the lift propeller at the front part and the tail part of the fuselage 7. The tilting culvert power device can provide upward lift force when being switched to a vertical lifting position, and the tilting culvert power device and the lift force propeller together provide lift force for the airframe 7 to realize vertical takeoff or landing; after taking off, when the power for advancing needs to be provided, the tilting duct power device is gradually switched to the horizontal advancing position, the component force in the advancing direction is continuously increased, meanwhile, the wings 8 generate certain lift force to keep the lift force demand of the airplane body 7, finally, the airplane reaches a flat flying state, and at the moment, the tilting duct power device is switched to the horizontal advancing position. The tilting duct power device has the advantages of high hovering efficiency, high force efficiency and small size in the vertical stage, and facilitates the arrangement of aircrafts; when the four ducts fly horizontally, the weight-pushing ratio is high, and the flying speed is high; when the culvert is used for the manned aircraft, the culvert also has a relatively outstanding safety advantage, the contact of the rotating blades and personnel or other objects is avoided, and the safety is improved.

The stay bar 10 used in this embodiment is connected to the tail wing of the aircraft, and belongs to the power control component of the aircraft, and in order to ensure the power control of the aircraft, the following feasible options are optimized and taken out: the number of the stay bars 10 is 2. When the scheme is adopted, the stay bars 10 are symmetrically distributed on the wings 8 at two sides of the fuselage 7, namely, a set of stay bars 10 is respectively distributed on the wings 8 at two sides for connecting the empennage.

The wing 8 disclosed in this embodiment can take a variety of configurations, not the only one, and is optimized here and taken as one of the possible options: the wing 8 is a fixed upper single wing 8. When the scheme is adopted, the stay bar 10 is arranged at the upper part of the wing 8. The configuration of the upper single wing 8 and the upper stay bar 10 raise the height of a horizontal thrust line of the tail tilting duct power device 1, and reduce the slipstream interference of the front duct.

Preferably, the wing 8 used in this embodiment may also adopt more structures, where the structure of the wing 8 is optimized and one of the following possible options is adopted: the tip of the wing 8 is provided with a tip winglet 4. When the scheme is adopted, the pneumatic efficiency of the cruise state of the aircraft can be improved, and the voyage are improved.

Preferably, the structure of the wing 8 is refined, and the following feasible scheme is adopted in the embodiment: and ailerons are arranged on the outer control surface of the wing 8. When adopting such scheme, can improve the flight of aircraft and control stability. The embodiment adopts the layout design of the sweepback wings 8, can move the focus of the whole airplane backwards, and meets the requirement of the longitudinal stability of the airplane. When the aircraft flies flatly, the front tilting duct power device 6 can change the thrust vector angle in a small range, the longitudinal trim requirement of the aircraft is met, and dynamic pitching control can be completed by means of coordinated control of the elevon or empennage control surface.

The structure of the wing 8 can be further refined, and the embodiment adopts one feasible scheme as follows: a flap 9 is also provided on the wing 8 from the aileron close to the fuselage 7. When the scheme is adopted, the low-speed performance of the aircraft can be further improved, and the conversion time of vertical flight and horizontal flight is shortened.

The tail wing used in this embodiment may be of various configurations for assisting flight control of the aircraft, where optimization is performed and one of the possible options is: the empennage comprises an upper empennage 2, the wing of the upper empennage 2 deflects slightly in the direction far away from the fuselage 7, and an upper rudder surface is arranged at the rear edge of the upper empennage 2. When the scheme is adopted, the tail wing of the aircraft can control the flight course and the like of the aircraft, and meanwhile, the upper control surface can provide course stability, so that the requirement on the capacity configuration of the vertical tail wing is reduced. Meanwhile, the rear control surface can provide course stability and reduce the requirement on capacity configuration of the vertical tail wing.

Preferably, the tail fin of the aircraft is optimized, and the following feasible scheme is provided: the empennage comprises a lower side empennage 3, the wing of the lower side empennage 3 slightly deflects towards the direction far away from the fuselage 7, and a lower side control surface is arranged at the rear edge of the lower side empennage 3. When the scheme is adopted, the tail wing of the aircraft can control the flight course and the like of the aircraft, and meanwhile, the lower control surface can provide course stability, so that the requirement on the capacity configuration of the vertical tail wing is reduced.

In the embodiment, the upper side empennage 2 and the lower side empennage 3 of the two tail supports jointly form the X-shaped empennage, so that the pitching, yawing and rolling of the aircraft can be controlled in a combined mode in the flat flight stage, a multi-control-surface combined mode is provided for the aircraft, and the reliability of an aircraft control system is ensured.

Preferably, the structure of the fuselage 7 is optimized to facilitate the taking off and landing and taxiing of the aircraft, to name one of the following possible options: the lower part of the machine body 7 is provided with a wheel type undercarriage 5. When the scheme is adopted, the aircraft keeps the traditional fixed wing aircraft take-off and landing mode, the aircraft is provided with the wheel type undercarriage 5, ultra-short take-off and landing can be realized on a runway, and power energy is saved; under the condition of insufficient power energy or failure of a tail lifting propeller, the runway can be horizontally glided; the aircraft can provide horizontal thrust by means of the tilting duct power device and slide to a designated parking position for energy supply.

According to the scheme disclosed by the embodiment, when the aircraft takes off, the aircraft can be lifted through the tilting duct power device. In the process of switching from the lifting state to the flat flying state, the tilting ducted power device is gradually switched from the vertical lifting position to the horizontal advancing position; because the duct is inclined to rotate and then is in the same direction as the airflow direction, the resistance caused by the duct is small, and the excessive influence on the flat flight of the aircraft can be avoided. In the landing stage, the angle of the tilting culvert power device can be gradually switched, and the tilting culvert power device is switched from a horizontal advancing position to a vertical lifting position, so that vertical landing is finally realized; when the fuel required by vertical landing is not enough provided, the tilting ducted power device can be not switched to the vertical lifting position, and the landing is realized by a short-distance sliding mode.

In the embodiment, the support of the wing 8, the fuselage 7 and the tail tilting duct power device 1 and the stay bar 10 form a closed force transmission structure, so that the torsional rigidity is increased, the local bending moment load is reduced, and the structure weight is favorably reduced.

The above embodiments are just exemplified in the present embodiment, but the present embodiment is not limited to the above alternative embodiments, and those skilled in the art can obtain other various embodiments by arbitrarily combining with each other according to the above embodiments, and any other various embodiments can be obtained by anyone in light of the present embodiment. The above detailed description should not be construed as limiting the scope of the present embodiments, which should be defined in the claims, and the description should be used for interpreting the claims.

Claims

1. The utility model provides an aircraft of overall arrangement is verted to four ducts which characterized in that: the power generation device comprises a machine body (7), wherein a front tilting duct power device (6) and a tail tilting duct power device (1) are respectively arranged at the front part and the tail part of the machine body (7), and the front tilting duct power device (6) and the tail tilting duct power device (1) are switched between a horizontal advancing position and a vertical lifting position; set up wing (8) on fuselage (7), fixed stay (10) that are on a parallel with fuselage (7) length direction that are provided with on wing (8), the rear end of stay (10) is provided with the fin, the fin include upside fin (2), the wing of upside fin (2) is toward the direction of keeping away from fuselage (7) slightly to deflecting, and the trailing edge department of upside fin (2) sets up the upside rudder face, the fin include downside fin (3), the wing of downside fin (3) is toward the direction of keeping away from fuselage (7) slightly to deflect, and the trailing edge department of downside fin (3) sets up the downside rudder face.

2. The aircraft of a four-duct tilt configuration of claim 1, wherein: the number of the support rods (10) is at least 2.

3. The aircraft of a four-duct tilt configuration of claim 1, wherein: the wings (8) are fixed upper single wings (8).

4. The aircraft of a four-duct tilt configuration of claim 1, wherein: and a tip winglet (4) is arranged at the tip of the wing (8).

5. The aircraft of a four-duct tilting layout according to claim 1, 3 or 4, characterized in that: and ailerons are arranged on the outer control surface of the wing (8).

6. The aircraft of a four-duct tilt configuration of claim 5, wherein: a flap (9) is arranged on the wing (8) from the position of the aileron close to the fuselage (7).

7. The aircraft of a four-duct tilt configuration of claim 1, wherein: the power device with the tilting duct comprises a duct turbofan.

8. The aircraft of a four-duct tilt configuration of claim 1, wherein: the lower part of the machine body (7) is provided with a wheel type undercarriage (5).