CN216994843U

CN216994843U - Vertical take-off and landing aircraft

Info

Publication number: CN216994843U
Application number: CN202220866431.6U
Authority: CN
Inventors: 沙永祥; 许兆华; 骆俊昌; 薛松柏; 谢晒明; 屠强; 李清
Original assignee: Chengdu Wofeitianyu Technology Co ltd; Zhejiang Geely Holding Group Co Ltd
Current assignee: Chengdu Wofeitianyu Technology Co ltd; Zhejiang Geely Holding Group Co Ltd
Priority date: 2022-04-14
Filing date: 2022-04-14
Publication date: 2022-07-19
Anticipated expiration: 2032-04-14

Abstract

The utility model provides a vertical take-off and landing aircraft, comprising: fuselage, fin and two first power components. The body is provided with wings; the two first power assemblies are symmetrically arranged on the wings on two sides of the fuselage; the first power assembly comprises a tilting rotor and a fixed rotor; the empennage comprises a first empennage and two second empennages, the first empennage is installed at the tail part of the machine body, two ends of the first empennage are respectively connected with the first power assemblies on two sides of the machine body, and the two second empennages are respectively installed on the two first power assemblies and extend towards the upper part of the machine body. The vertical take-off and landing aircraft can solve the technical problems that in the prior art, the tail wing design of an EVTOL manned aircraft has defects and the decoupling of longitudinal control and transverse course control of the aircraft cannot be realized.

Description

Vertical take-off and landing aircraft

Technical Field

The utility model relates to the technical field of aircrafts, in particular to a vertical take-off and landing aircraft.

Background

In recent years, urban air travel becomes a hot discussion topic of an aviation circle, and various concept schemes of EVTOL aircrafts (electric vertical take-off and landing) are endlessly developed. As the name suggests, the electric vertical take-off and landing manned aircraft can take off and land directly on an apron without a runway like a helicopter, and the dependence degree of the aircraft on the infrastructure is greatly reduced. However, the empennage design of the existing EVTOL manned aircraft has defects, the decoupling of the longitudinal control and the lateral control of the aircraft cannot be realized, and the heading stability of the aircraft is poor under the condition of generating large sideslip, so that the requirement of high flight quality of the aircraft cannot be met, and therefore, a vertical take-off and landing aircraft needs to be provided to solve the problems.

Disclosure of Invention

In view of the defects of the prior art, the utility model provides a vertical take-off and landing aircraft to solve the technical problem that the decoupling of longitudinal control and lateral directional control of the aircraft cannot be realized due to the defects of the empennage design of an EVTOL manned aircraft in the prior art.

To achieve the above and other related objects, the present invention provides a vertical take-off and landing aircraft, comprising: fuselage, fin and two first power components. The body is provided with wings; the two first power assemblies are symmetrically arranged on the wings on two sides of the fuselage; the first power assembly comprises a tilting rotor and a fixed rotor; the empennage comprises a first empennage and two second empennages, the first empennage is installed at the tail part of the machine body, two ends of the first empennage are respectively connected with the first power assemblies on two sides of the machine body, and the two second empennages are respectively installed on the two first power assemblies and extend towards the upper part of the machine body.

In an embodiment of the utility model, the lower ends of the two second tail wings are respectively and symmetrically connected to the first power assemblies on two sides of the fuselage, and the lower ends of the two second tail wings correspond to the connection positions of the first tail wings.

In an embodiment of the utility model, the tail fin further comprises two tail fins; the two tail fins are respectively arranged on the two first power assemblies, correspond to the two second tail fins in position respectively, and vertically extend downwards.

In an embodiment of the present invention, two of the second tail wings extend obliquely upward from opposite sides, respectively.

In an embodiment of the utility model, the vtol aerial vehicle further includes two second power assemblies, and the two second power assemblies are symmetrically installed on the wings on two sides of the fuselage and are respectively located at outer sides of the corresponding first power assemblies.

In an embodiment of the utility model, the first power assembly and/or the second power assembly comprises a strut, a tilt rotor and a fixed rotor; the stay bar is arranged on the wing, and the extending direction of the stay bar is parallel to the extending direction of the fuselage; the tilting rotor wing is arranged at one end of the stay bar close to the machine head and tilts and locks between a take-off position and a cruise position; the fixed rotor wing is installed the one end that the vaulting pole is close to the tail.

In an embodiment of the present invention, the blade rotation surface of the tilt rotor and/or the fixed rotor is inclined from top to bottom along the span direction of the wing to the side away from the fuselage.

In an embodiment of the utility model, the extension direction of the two second tail wings is parallel to the extension direction of the axes of the fixed rotors mounted on the struts on which the two second tail wings extend.

In an embodiment of the present invention, the tilt rotor includes a rotor device rotatably mounted on the strut, and a tilt drive device for driving the rotor device to rotate and lock between the takeoff position and the cruise position.

In one embodiment of the utility model, the rotor assembly includes a first rotor and a first rotor drive assembly, the first rotor being a five-bladed rotor.

In one embodiment of the utility model, the fixed rotor comprises a folding rotor and a folding rotor driving device; the folding rotor includes fixed paddle and unsteady paddle folding rotor drive arrangement drives down, fixed paddle with the unsteady paddle is the cross attitude rotation folding rotor drive arrangement during stop work, fixed paddle with the unsteady paddle is closed, just fixed paddle with the extending direction of unsteady paddle is unanimous with aircraft course.

In an embodiment of the utility model, when hovering above the ground, the height of the rotor in the fixed rotor above the ground and/or the height of the rotor in the tilt rotor above the ground when in the takeoff position is greater than or equal to 1.9 m.

In an embodiment of the present invention, the first power assembly and the second power assembly are arranged along a span direction of the wing, and when the tilt rotor in each power unit is at a take-off position, a setting position of the fixed rotor and a setting position of the tilt rotor are arranged in a central symmetry manner around a center of gravity of the whole aircraft.

In an embodiment of the utility model, the blade rotation plane of the tilt rotor and/or the fixed rotor does not pass through a passenger compartment of the fuselage.

In an embodiment of the present invention, the blade rotation surface of the tilt rotor and/or the fixed rotor in the power unit is inclined from top to bottom along the span direction of the wing to the side away from the fuselage.

According to the vertical take-off and landing aircraft, the empennage adopts the first empennage and the second empennage to decouple the longitudinal control and the transverse heading control of the aircraft, so that the safety of the aircraft is facilitated; and the structure setting of this fin has enlarged the interval between two vertical tails, and under the condition that produces big sideslip, the fuselage shelters from of vertical tail less, has strengthened the aerodynamic efficiency of vertical tail, is favorable to the course stability of aircraft, has ensured the high flight quality requirement of aircraft. And the empennage is in over-constrained fit with the fuselage and the first power assemblies on the two sides, so that the problem of complex vibration caused by insufficient rigidity of the pure large-span empennage is greatly improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.

FIG. 1 is a top view of an overall layout of an embodiment of a VTOL aerial vehicle of the present invention;

FIG. 2 is a rear view of an overall layout of an embodiment of the VTOL aerial vehicle of the present invention;

FIG. 3 is an isometric view of an overall layout of an embodiment of the VTOL aerial vehicle of the present invention;

FIG. 4 is a side view of an overall layout of an embodiment of the VTOL aerial vehicle of the present invention;

FIG. 5 is a side view of the first power module/second power module of an embodiment of the VTOL aerial vehicle of the present invention.

Description of the element reference

10. A body; 20. an airfoil; 30. a tail wing; 31. a first tail wing; 311. a first connecting wing; 312. a second connecting wing; 33/34, a second tail; 35. a first tail fin; 36. a second tail fin; 40. a first power assembly; 41. a first stay bar; 42. a first tilt rotor; 421. a rotor device; 4211. a first rotor; 4212. a first rotor drive; 422. a tilt drive device; 43. a first stationary rotor; 431. folding the rotor wing; 432. a folding rotor drive; 50. a second power assembly; 51. a second stay bar; 52. a second tilt rotor; 53. a second stationary rotor.

Detailed Description

The following embodiments of the present invention are provided by specific examples, and other advantages and effects of the present invention will be readily apparent to those skilled in the art from the disclosure of the present invention. The utility model is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. It is also to be understood that the terminology used in the examples is for the purpose of describing particular embodiments only, and is not intended to limit the scope of the present invention. Test methods in which specific conditions are not noted in the following examples are generally performed under conventional conditions or conditions recommended by each manufacturer.

When numerical ranges are given in the examples, it is understood that both endpoints of each of the numerical ranges and any value therebetween can be selected unless the utility model otherwise indicated. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs and are intended to be open ended, i.e., to include any methods, devices, and materials similar or equivalent to those described in the examples.

It should be understood that the terms "upper", "lower", "left", "right", "middle" and "one" used herein are for clarity of description only, and are not intended to limit the scope of the utility model, and that changes or modifications in the relative relationship may be made without substantial technical changes and modifications.

Referring to fig. 1 to 5, the present invention provides a vertical take-off and landing aircraft, including: fuselage 10, empennage 30, and two first power assemblies 40. The fuselage 10 is provided with wings 20; the two first power assemblies 40 are symmetrically arranged on the wings 20 at two sides of the fuselage 10; the tail 30 includes a first tail 31 and two second tails (a second tail 33 and a second tail 34); the first tail wing 31 is installed at the tail of the body 10, and both ends of the first tail wing 31 are respectively connected with the first power assemblies 40 at both sides of the body 10, and the two second tail wings (the second tail wing 33 and the second tail wing 34) are respectively installed on the two first power assemblies 40 and extend towards the upper side of the body. The structural form of the first rear wing 31 is not limited, and may be an integral type or be composed of a plurality of unit connections, in this embodiment, the first rear wing 31 is installed at the tail of the fuselage 10, and includes a first connection wing 311 and a second connection wing 312, two second rear wings are respectively marked as a second rear wing 33 and a second rear wing 34, the lower ends of the second rear wing 33 and the second rear wing 34 are symmetrically connected to the first power assembly 40 at two sides, and correspond to the positions of the first connection wing 311 and the second connection wing 312, respectively, and the upper ends of the second rear wing 33 and the second rear wing 34 extend upwards. The utility model adopts the special empennage structures of the second empennage 33, the second empennage 34 and the first empennage 31, can decouple the longitudinal control and the transverse course control of the airplane, and is beneficial to the safety of the airplane; and the structure setting of this fin has enlarged the interval between the first power component 40 of two sides, and under the condition that produces big sideslip, the fuselage shelters from of vertical fin less, has strengthened the aerodynamic efficiency of vertical fin, is favorable to the course stability of aircraft, has ensured the high flight quality requirement of aircraft. In addition, due to the arrangement of the tail wing 30, the over-constrained fit is formed between the tail wing 30, the fuselage 10 and the first power assemblies 40 on the two sides, so that the problem of complex vibration caused by insufficient rigidity of the pure large-span tail wing 30 is greatly improved.

Referring to fig. 2, in order to obtain more stability in an embodiment of the present invention, the tail fin 30 further includes a first tail fin 35 and a second tail fin 36; the first tail fin 35 and the second tail fin 36 are respectively installed on the two first power assemblies 40, and the first tail fin 35 corresponds to the second tail wing 33 and extends vertically downwards; the second tail fin 36 corresponds to the second rear wing 34 in position and extends vertically downward. The first tail fin 35 and the second tail fin 36 are distributed in an approximately "H" shape as projected on a vertical plane extending in the spanwise direction from the second tail wing 33, the second tail wing 34, the first connecting wing 311, and the second connecting wing 312. In an embodiment of the present invention, the second tail wing 33 and the second tail wing 34 extend obliquely upward from opposite sides, respectively, so that the upper opening of the formed approximate "H" shaped tail wing 30 is slightly inclined toward both sides.

Referring to fig. 3, in one embodiment of the present invention, first power assembly 40 includes a first strut 41, a first tilt rotor 42, and a first stationary rotor 43. The first stay bar 41 is installed at the lower side of the wing 20, and the extending direction of the first stay bar is parallel to the extending direction of the fuselage 10; the first tilt rotor 42 and the first fixed rotor 43 are located on the front and rear sides of the wing 20, respectively. The first tilt rotor 42 is installed at one end of the first stay bar 41 close to the aircraft nose, and can be tilted and locked between a take-off position and a cruise position; the first fixed rotor 43 is mounted at one end of the first stay 41 near the tail.

In an embodiment of the present invention, the vtol aerial vehicle further includes two second power assemblies 50, and the two second power assemblies 50 are symmetrically mounted on the wings 20 on two sides of the fuselage 10 and located outside the first power assembly 40. In an embodiment of the present invention, the second power assembly 50 includes a second stay 51, a second tilt rotor 52 and a second stationary rotor 53. The second stay bar 51 is installed at the lower side of the wing 20, and the extending direction of the second stay bar is parallel to the extending direction of the fuselage 10; the second tilt rotor 52 and the second fixed rotor 53 are respectively located on the front and rear sides of the wing 20. The second tilt rotor 52 is mounted at one end of the second stay 51 close to the nose and can be tilted and locked between a takeoff position and a cruise position; the second fixed rotor 53 is installed at one end of the second stay 51 close to the tail.

In an embodiment of the present invention, the rotation axes of first tiltrotor rotor 42 and first fixed rotor 43, and the blade rotation surfaces of second tiltrotor rotor 52 and second fixed rotor 53 are all tilted from top to bottom along the span direction of wing 20 away from the side of fuselage 10, so that the blade rotation surfaces of the corresponding tiltrotor rotor and fixed rotor do not pass through the passenger compartment on fuselage 10. Although only the blade rotation surfaces of the tilt rotors or the fixed rotors do not pass through the passenger compartment on the fuselage 10, it is preferable that the blade rotation surfaces of the two first tilt rotors 42, the two second tilt rotors 52, the two first fixed rotors 43, and the two second fixed rotors 53 are all tilted from top to bottom in the span direction of the wing 20 away from the fuselage 10 side in the embodiment so that all the blade rotation surfaces of the tilt rotors and the fixed rotors do not pass through the passenger compartment on the fuselage 10.

Preferably, referring to fig. 2, in an embodiment of the present invention, the blade rotation surfaces of the two first tilt rotors 42, the two second tilt rotors 52, the two first fixed rotors 43, and the two second fixed rotors 53 are all tilted from top to bottom in the span-wise direction away from the fuselage 10, and the included angle α between the blade rotation surfaces and the horizontal plane is 3 ° to 30 °, which is not only enough to prevent the blade rotation surface of the rotor from passing through the passenger compartment on the fuselage 10, thereby reducing the injury of the burst rotor to passengers to the maximum extent, but also can generate a yaw moment or a component force in the horizontal direction by adjusting the output signals of each power system when the aircraft needs to yaw or resist crosswind flight, which can improve the crosswind resistance and lateral maneuverability in the rotor mode in the take-off and landing stage, and can provide sufficient power and navigation stability.

Referring to fig. 3, in an embodiment of the present invention, when the first tilt rotor 42 at the front end of the first stay 41 is in the takeoff position, the rotation axis thereof is parallel to the rotation axis of the first fixed rotor 43 at the other end of the first stay 41, the second tail wing 33 and the second tail wing 34 respectively extend obliquely upward from the opposite side, and the extending direction is parallel to the rotation axis of the first fixed rotor 43 mounted on the stay on which the second tail wing 33 and the rotation axis of the first tilt rotor 42 are in the takeoff position. This arrangement allows for better flight stability with the aircraft.

In an embodiment of the present invention, each of the first tilt rotor 42 and the second tilt rotor 52 includes a rotor device 421 and a tilt driving device 422, the rotor device 421 is rotatably mounted at the front ends of the first stay 41 and the second stay 51, respectively, and the tilt driving device 422 drives the rotor device 421 to rotate and lock between the takeoff position and the cruise position. In an embodiment of the present invention, the connection between the wing 20 and the fuselage 10, the connection between the wing 20 and the first stay bar 41, and the connection between the first stay bar 41 and the fixed tail 30 all adopt smooth curved surface chamfer transition, so that the whole aircraft maintains a streamlined design.

During the time of taking off, four tilt drive device 422 drive respectively correspond rotor device 421 reachs the position of taking off, and the equal vertical upwards or the slant setting of pivot of four rotor devices 421 this moment, and four rotor devices 421, two first fixed rotors 43, two fixed rotors 53 of second provide the power of taking off perpendicularly for the aircraft jointly. Wait to fly and reach when cruising after steady phase, can will make tilting drive arrangement 422 drive rotor device 421 arrives and patrols the navigation position, and four rotor devices 421's pivot all sets up to the place ahead or oblique place ahead this moment, and four rotor devices 421 provide horizontal migration's traction force for the aircraft jointly. It will be appreciated by those skilled in the art that the second power assembly 50 of the present invention may be replaced by a fixed rotor for the second tilt rotor 52, but the arrangement has inferior heave smoothness and heave pull-up force compared to the four tilt rotor arrangement described above.

In an embodiment of the present invention, the rotor apparatus 421 includes a first rotor 4211 and a first rotor driving apparatus 4212, and the first rotor 4211 is a five-blade paddle having five blades which are circumferentially and uniformly distributed around a rotating shaft. This greatly reduces the rotational speed of the rotor within the entire flight envelope, thereby reducing the noise of the rotor. However, it will be appreciated by those skilled in the art that other blade arrangements may be used without consideration of the preferred noise reduction performance.

In an embodiment of the present invention, the first fixed rotor 43 and the second fixed rotor 53 each include a folding rotor 431 and a folding rotor driving device 432. The folding rotor driving device 432 in the present invention may be a motor, or a combination of a motor and a speed reducer, and the folding rotor 431 may be any suitable existing fixed-wing rotor, but preferably, the folding rotor 431 includes a fixed blade (not identified) and a floating blade (not identified), the fixed blade and the floating blade rotate in a cross state in a cross shape under the driving of the folding rotor driving device 432 when the aircraft is in a hovering stage, and when the folding rotor driving device 432 stops working when the aircraft is in a horizontal cruising stage, the fixed blade and the floating blade close in a straight shape of a downwind, and the extending directions of the fixed blade and the floating blade are consistent with the heading direction of the aircraft, which can reduce the resistance during cruising. It should be noted that, in the present invention, the fixed blade and the floating blade rotate in a crossed manner when rotating, and the implementation manner of folding when stopping can be implemented by any suitable folding rotor form, which is not described herein again. It will be understood by those skilled in the art that the foldable blade form of the fixed blade and the floating blade can be adopted in the present invention only in the fixed rotor of the first power assembly 40 or the second power assembly 50, without considering the preferred effects.

In an embodiment of the present invention, when hovering over the ground, the height from the ground of the rotors in the four fixed rotors and the height from the ground of the rotors in the four tilting rotors in the take-off position are both greater than or equal to 1.9 m. This reduces the likelihood of the rotor causing injury to the occupants as they enter and exit the aircraft.

In an embodiment of the present invention, when each of the tilt rotors is in the takeoff position, the positions of the first fixed rotor 43, the second fixed rotor 53, and the four tilt rotors are arranged in a centrosymmetric manner around the center of gravity of the whole aircraft. Therefore, when the tilt rotor wing is at the take-off position, if the single power system fails, the other power system with central symmetry can be closed, so that the safe hovering and landing of the aircraft can be guaranteed, and the airworthiness requirement of the power system that the single failure does not allow any catastrophic failure to occur is met.

According to the vertical take-off and landing aircraft, the H-shaped tail wing structure formed by the first tail wing, the second tail wing, the first connecting wing and the second connecting wing is adopted, so that the longitudinal control and the transverse heading control of the aircraft can be decoupled, and the safety of the aircraft is facilitated; and the structure setting of this fin has enlarged the interval between two vertical tails, and under the condition that produces big sideslip, the fuselage shelters from of vertical tail less, has strengthened the aerodynamic efficiency of vertical tail, is favorable to the course stability of aircraft, has ensured the high flight quality requirement of aircraft. And the empennage is in over-constrained fit with the fuselage and the first power assemblies on the two sides, so that the problem of complex vibration caused by insufficient rigidity of the pure large-span empennage is greatly improved. Therefore, the utility model effectively overcomes some practical problems in the prior art, thereby having high utilization value and use significance.

The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the utility model. Any person skilled in the art can modify or change the above-mentioned embodiments without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical spirit of the present invention be covered by the claims of the present invention.

Claims

1. A vertical take-off and landing aircraft, comprising:

the airplane body is provided with wings;

the two first power assemblies are symmetrically arranged on the wings on two sides of the fuselage; the first power assembly comprises a tilting rotor and a fixed rotor;

the tail wings comprise a first tail wing and two second tail wings, the first tail wing is installed at the tail part of the machine body, two ends of the first tail wing are respectively connected with the first power assemblies on the two sides of the machine body, and the second tail wings are respectively installed on the two first power assemblies and extend towards the upper part of the machine body.

2. The VTOL aerial vehicle of claim 1, wherein the lower ends of the two second tail wings are symmetrically connected to the first power assemblies on both sides of the fuselage, respectively, and correspond to the connection positions of the first tail wings.

3. The vtol aerial vehicle of claim 1, wherein the empennage further comprises two tail fins; the two tail fins are respectively arranged on the two first power assemblies, correspond to the two second tail fins in position respectively, and vertically extend downwards.

4. The vtol aerial vehicle of claim 1, characterized in that the two second stabilizers each extend obliquely upward to the opposite side.

5. The VTOL aerial vehicle of any one of claims 1 to 4, further comprising two second power assemblies symmetrically mounted on the wings on both sides of the fuselage and respectively located outside the corresponding first power assemblies.

6. The vtol aerial vehicle of claim 5, wherein the first power assembly and/or the second power assembly comprises a strut, a tilt rotor, and a fixed rotor; the stay bar is arranged on the wing, and the extending direction of the stay bar is parallel to the extending direction of the fuselage; the tilting rotor wing is arranged at one end of the stay bar close to the machine head and tilts and locks between a take-off position and a cruise position; the fixed rotor wing is installed the one end that the vaulting pole is close to the tail.

7. The vtol aerial vehicle of claim 6, wherein a blade rotation plane of the tiltrotor rotor and/or the stationary rotor is tilted from top to bottom in a span direction of the wing away from a fuselage side.

8. The vtol aerial vehicle of claim 6, wherein the two second stabilizers extend parallel to the axis of the fixed rotor mounted on the strut on which they are mounted.

9. The vtol aerial vehicle of claim 6, wherein the tilt rotor comprises a rotor device and a tilt actuator, the rotor device rotatably mounted on the strut, the tilt actuator driving the rotor device to rotate and lock between the takeoff position and the cruise position.

10. The VTOL aerial vehicle of claim 5, wherein the stationary rotor comprises a folding rotor and a folding rotor drive; the folding rotor includes fixed paddle and unsteady paddle folding rotor drive arrangement drive down, fixed paddle with the unsteady paddle is the cross attitude rotation folding rotor drive arrangement during stop work, fixed paddle with the unsteady paddle is closed, just fixed paddle with the extending direction of unsteady paddle is unanimous with the course of aircraft.