CN220298771U - Unmanned aerial vehicle's body structure - Google Patents

Abstract

The application discloses unmanned aerial vehicle's body structure belongs to unmanned aerial vehicle technical field, an unmanned aerial vehicle's body structure, include: a main body; the main wings are at least provided with two main wings, the two main wings are symmetrically arranged on two sides of the main body, and the main wings are provided with propellers and motors for providing power for the propellers; the upper vertical tail wing is arranged at the upper end of the main body; the lower vertical tail fin is arranged at the lower end of the main machine body; the utility model provides a can enough compromise fixed wing unmanned aerial vehicle and many rotor unmanned aerial vehicle characteristics, when can avoiding again to change to the horizontal flight state from the vertical flight state, the torrent that the screw of the main wing of unmanned aerial vehicle produced, vortex cause the unmanned aerial vehicle's of influence body structure to unmanned aerial vehicle stability.

Description

Unmanned aerial vehicle's body structure

Technical Field

The application relates to the technical field of unmanned aerial vehicles, and particularly relates to an unmanned aerial vehicle's body structure.

Background

The unmanned aerial vehicle is divided into two types through flight states, and one type is a multi-rotor unmanned aerial vehicle with vertical take-off; the other is a fixed wing unmanned aerial vehicle which needs to run for take-off. The multi-rotor unmanned aerial vehicle has low requirements on the field, can directly take off vertically and land vertically, but has high energy consumption and short endurance mileage. The fixed wing unmanned aerial vehicle has high requirements on a field, and a flat runway needs to be provided, but has low energy consumption, high speed and long endurance mileage in the flight process.

For this reason, in the prior art, the unmanned aerial vehicle is usually configured to take off vertically and fly horizontally. As in CN105346715a, an unmanned aerial vehicle is disclosed for vertical take-off and landing, which not only can take off vertically, but also can adopt a flying mode of a fixed-wing unmanned aerial vehicle during long-distance flight, so as to increase the endurance and flying speed of the unmanned aerial vehicle.

However, when the unmanned aerial vehicle provided by the technical scheme is converted into the horizontal flight state from the vertical flight state, turbulence and turbulence generated near the propeller of the main wing of the unmanned aerial vehicle can influence the flight stability, so that the unmanned aerial vehicle is high in accident rate.

In summary, there is a lack of a unmanned aerial vehicle body structure and unmanned aerial vehicle that can compromise the characteristics of fixed wing unmanned aerial vehicle and many rotor unmanned aerial vehicle on the market at present, can reduce when converting to the horizontal flight state from the vertical flight state again, and turbulence that the screw of main wing produced, vortex cause the unmanned aerial vehicle's that influence to stability.

Disclosure of Invention

The content of the present application is intended to introduce concepts in a simplified form that are further described below in the detailed description. The section of this application is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.

As a first aspect of the present application, in order to solve the technical problems mentioned in the background section above, some embodiments of the present application provide a body structure of an unmanned aerial vehicle, including:

a main body;

the main wings are at least provided with two main wings, the two main wings are symmetrically arranged on two sides of the main body, and the main wings are provided with propellers and motors for providing power for the propellers;

the upper vertical tail wing is arranged at the upper end of the main body;

the lower vertical tail fin is arranged at the lower end of the main machine body;

wherein, be provided with the tailplane on the tailplane of last vertical fin, the tailplane is provided with two at least, and two tailplanes set up the left and right sides of last vertical fin respectively, and two tailplanes are the symmetry setting, and two tailplanes and last vertical fin are integrated into one piece setting to make the airfoil smooth transition of two tailplanes.

When the aircraft is converted from a vertical flight state to a horizontal flight state, a large amount of turbulence and turbulence are generated at the wing tip part of the main wing and the position of the propeller, and the horizontal tail wing can block (restrict the generated airflow), so that the aircraft is more stable when the aircraft is converted from the vertical flight state to the horizontal flight state.

Further, the main wing and the horizontal tail wing are NACA airfoils. The wing profile is a common wing profile of a jet aircraft, and the horizontal tail wing and the main wing are arranged as the wing profile, so that the wing profile has good stability in flat flight.

Further, the projection of the horizontal tail on the surface of the main wing is positioned on the main wing. The horizontal tail wing and the main wing are mutually overlapped, so that wingtip vortex generated by the main wing can be shielded by the horizontal tail wing to the greatest extent in the process that the machine body is changed from vertical take-off to flat flight.

Further, the distance from the end of the horizontal tail wing to the symmetry plane of the main body is a, and the distance from the end of the main wing to the symmetry plane of the main body is b, then a: b=32: 96..

Further, if the vertical distance from the rotation axis of the propeller to the symmetry plane of the main body is c, then a: c=32: 48.

the horizontal tail wing and the main wing are designed in proportion, so that the horizontal tail wing can be prevented from being too long under the condition that turbulence and turbulence generated by the shielding propeller can be met, and the influence on the body structure of the unmanned aerial vehicle is avoided.

Further, the vertical distance from the bottom end of the horizontal tail to the top end of the main wing is d, then a: d=32:36.

This ratio ensures that the distance between the horizontal rear wing and the main wing is in a proper position so that the thrust and lift can be ensured within a stable range while ensuring the turbulence and turbulence effects on the propeller.

Further, the lower vertical tail and the horizontal tail are NACA airfoils. The NACA airfoil is more hydrodynamic and can reduce drag on flight.

Further, the horizontal rear wing is located at a middle portion of the upper vertical rear wing. The horizontal tail is located in the middle of the upper vertical tail, so that the strength of the connecting part of the horizontal tail and the upper vertical tail can be increased, and the horizontal tail is prevented from being concavely folded due to air flow.

Further, a counterweight assembly is provided on the lower vertical tail. The counter weight subassembly can make organism mass distribution even, has avoided having increased the tailplane after, sets up tailplane's one side and does not set up tailplane's one side, because there is the quality poor, and leads to the unstable of flight.

The beneficial effects of this application lie in, provide one kind and can enough compromise fixed wing unmanned aerial vehicle and many rotor unmanned aerial vehicle characteristics, can avoid again when converting to the horizontal flight state from the vertical flight state, the torrent that the screw of the main wing of unmanned aerial vehicle produced, vortex cause the unmanned aerial vehicle's of influence to unmanned aerial vehicle stability body structure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the application and to provide a further understanding of the application with regard to the other features, objects and advantages of the application. The drawings of the illustrative embodiments of the present application and their descriptions are for the purpose of illustrating the present application and are not to be construed as unduly limiting the present application.

In addition, the same or similar reference numerals denote the same or similar elements throughout the drawings. It should be understood that the figures are schematic and that elements and components are not necessarily drawn to scale.

In the drawings:

fig. 1 is a perspective view of a body structure of a drone, showing the body structure of the drone viewed from the top left down, in some embodiments of the present application;

fig. 2 is a left side view of a body structure of the unmanned aerial vehicle, and illustrates a central axis A-A and a first rotating body α and a second rotating body β according to some embodiments of the present application;

fig. 3 illustrates a state in which the body structure of the unmanned aerial vehicle is converted from a vertical take-off state to a horizontal flight state in some embodiments of the present application;

FIG. 4 is a top view of the body structure of the unmanned aerial vehicle, showing the body viewed from above and below, in some embodiments of the present application;

fig. 5 is a rear view of the airframe structure of the unmanned aerial vehicle in some embodiments of the present application, showing a schematic view of the airframe structure of the unmanned aerial vehicle as viewed from the rear to the front, with portions of the structures being sized.

Fig. 6 is a perspective view of a body mechanism showing the body structure of the unmanned aerial vehicle viewed from the top left down, with the location of the counterweight assembly shown, in some embodiments of the application.

FIG. 7 is a dynamic pressure chart of experimental group 1;

FIG. 8 is a graph of the elevation of experimental group 1;

FIG. 9 is a thrust diagram of experimental group 1;

FIG. 10 is a vector diagram of experimental group 1;

FIG. 11 is a dynamic pressure chart of experimental group 2;

FIG. 12 is a graph of the elevation of experimental group 2;

FIG. 13 is a thrust diagram of experimental group 2;

FIG. 14 is a vector diagram of experimental group 2;

FIG. 15 is grid bias for simulation software.

Reference numerals:

100. a body structure of the unmanned aerial vehicle;

101. a main body; 1011. a warehouse;

102. a main wing; 1021. a horn; 1022. a propeller;

103. an upper vertical tail;

104. a lower vertical tail; 1041. a counterweight assembly;

105. a horizontal tail;

central axis A-1;

a first rotating body alpha;

and a second rotating body beta.

Detailed Description

Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While certain embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete. It should be understood that the drawings and embodiments of the present disclosure are for illustration purposes only and are not intended to limit the scope of the present disclosure.

It should be noted that, for convenience of description, only the portions related to the present utility model are shown in the drawings. Embodiments of the present disclosure and features of embodiments may be combined with each other without conflict.

The present disclosure will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

Embodiment one:

referring to fig. 1, a body structure 100 of the unmanned aerial vehicle includes a main body 101, a main wing 102, an upper vertical tail 103, a lower vertical tail 104, and a horizontal tail 105. The main body 101 forms the main body of the aircraft, a cargo hold 1011 for storing cargo can be constructed on the main body 101, and electronic components, a control system and a pitot tube can be integrated on the main body 101.

The main wings 102 are at least two, the two main wings 102 are symmetrically arranged at two sides of the main body 101, the main wings 102 are fixedly connected with the organic arms 1021, the end parts of the organic arms 1021 are provided with propellers 1022 and motors, the motors are fixed on the organic arms 1021, the propellers 1022 are rotatably arranged on the organic arms 1021, the motors are existing servo motors, power output shafts of the motors are in transmission connection with the propellers 1022, the motors are controlled by a control system integrated on an aircraft, and after the motors are started, the motors drive the propellers 1022 to rotate, so that main power for flying the aircraft by adopting the unmanned aerial vehicle body structure 100 is formed.

The upper vertical tail 103 and the lower vertical tail 104 are fixedly connected with the main body 101, and the upper vertical tail 103 and the lower vertical tail 104 are respectively disposed above and below the main body 101.

The first rotating bodies alpha formed by the rotation of the wing surfaces of the upper vertical tail wing 103 and the lower vertical tail wing 104 around the central axis of the body structure 100 of the unmanned aerial vehicle are positioned in the second rotating bodies beta formed by the rotation of the wing surfaces of the main wing 102 around the central axis of the main body 101.

The body structure 100 of the unmanned aerial vehicle is generally a structure with symmetrical weight, so that the central axis is the axis of the body structure 100 of the unmanned aerial vehicle with symmetrical weight; in the present application, the central axis of the body structure 100 of the unmanned aerial vehicle is the symmetry axis of the main wing 101.

After passing the tip of the wing, the airflow will flow along the surface of the wing, and the air will create suction or pressure on the surface of the wing, so the airfoil refers to the aerodynamic surface of the wing.

In fig. 2, a first rotation body α formed by the rotation of the wing surfaces of the upper vertical tail wing 103 and the lower vertical tail wing 104 around the central axis of the body structure 100 of the unmanned aerial vehicle, and a second rotation body β formed by the rotation of the wing surfaces of the main wing 102 around the central axis of the main body 101 are shown.

The horizontal tail 105 is fixedly connected with the upper vertical tail 103, at least two horizontal tail 105 are arranged, and the two horizontal tail 105 are respectively arranged at the left side and the right side of the upper vertical tail 103. The two horizontal tail wings are symmetrically arranged, and the two horizontal tail wings and the upper vertical tail wing are integrally formed, so that the wing surfaces of the two horizontal tail wings are in smooth transition.

Therefore, the part of the horizontal tail fin connected with the upper vertical tail fin is not provided with gaps due to welding or riveting and bonding, so that the problem that the airflow is not smooth enough is solved, and the flight stability of the unmanned aerial vehicle is ensured. And if gaps exist, the gaps become larger under the action of wind pressure after long-time use, so that potential safety hazards are formed.

The arrangement direction of the airfoils of the horizontal tail 105 and the arrangement direction of the airfoils of the main wing 102 are parallel to each other, and the arrangement direction of the airfoils of the horizontal tail 105 and the arrangement direction of the airfoils of the upper vertical tail 103 are perpendicular to each other.

The main wing 102, the upper vertical tail 103, the lower vertical tail 104, and the horizontal tail 105 are all NACA airfoils, and an aircraft using the NACA airfoils has a faster flight rate.

In a more specific embodiment, NACA0009 and NACA2412 airfoils are used for the main wing 102, upper vertical tail 103, lower vertical tail 104, and horizontal tail 105 of the present application.

Referring to fig. 3, fig. 3 illustrates a state of an aircraft using the body structure 100 of the unmanned aerial vehicle provided in the present application when the aircraft is turned from a vertical take-off state to a horizontal flight;

when the aircraft using the unmanned aerial vehicle body structure 100 provided by the application is taking off vertically, the main body 101 is arranged upwards, and the whole aircraft takes off vertically upwards, so that running or sliding is not required in the taking-off stage, and a corresponding runway is not required to be arranged for the aircraft or a larger length is not required to be provided.

After the aircraft using the unmanned aerial vehicle body structure 100 provided by the application takes off vertically, the symmetrical plane of the main body 101 is vertical to the ground, and is switched to be horizontal to the ground. In this state, the aircraft has a higher flight rate and less energy consumption, and can have a greater range with the same energy supply.

When the aircraft is converted from the vertical flight state to the horizontal flight state, because the main wing 102 adopts the NACA airfoil, a great amount of turbulence and turbulence are generated at the tip part and the propeller position of the main wing 102, and the horizontal tail 105 can block (restrict the generated airflow) the turbulence and turbulence, so that the aircraft is more stable when the aircraft is converted from the vertical flight state to the horizontal flight state.

Referring to fig. 4, the projection of the tailplane onto the main wing surface is located on the main wing. Therefore, the horizontal tail wing is positioned right above the main wing, and further, the turbulent flow and the turbulent flow generated by the main wing can be better blocked.

Referring to fig. 5, fig. 6 shows the proportional relationship of the horizontal tail wing and the main wing.

The distance from the end of the horizontal tail 105 to the symmetry plane of the main body 101 is a, and the distance from the end of the main wing 102 to the symmetry plane of the main body 101 is b, then a: b= (30 to 35): (95-100); preferred are a: b=32: 96

The vertical distance from the rotation axis of the propeller 1022 to the symmetry plane of the main body 101 is c, then a: c= (30 to 35): (45-50); preferably, a: c=32:48.

The vertical distance from the bottom end of the horizontal tail 105 to the top end of the main wing 102 is d, then a: d= (30 to 35): (15-80), preferably a: d=32:36.

The symmetry plane mainly refers to a symmetry plane with symmetrical mass of the main body, and the mass distribution of the main body is generally uniform, so that a symmetry plane with symmetrical mass on the left side and the right side can be found on the main body.

The horizontal tail 105 is mainly used for blocking turbulence and turbulence generated by the propeller 1022, and the closer the horizontal tail 105 is to the main wing 102, the closer to the propeller 1022 on the main wing, so that the better effect is achieved in blocking turbulence and turbulence generated by the propeller 1022; however, accordingly, the horizontal rear wing 105 is too close to the main wing 102, because the distance therebetween becomes smaller, which results in an increase in the pressure of the gas between the horizontal rear wing 105 and the main wing 102, and thus, a deterioration in the stability of the gas, so that the generated lift and thrust are deteriorated.

Among the above ratios, in the above ratio relation provided for the present application, the stability of the lift force can be ensured while ensuring the optimal effect of the horizontal rear wing 105 on the turbulent flow blocking generated by the propeller.

The following table is that the d value is adjusted under the condition that the values of a, b and c are the preferred values, so that two groups of simulation experiment data are obtained.

And under the condition of the same proportion, the experimental data of the distance between the horizontal tail wing and the main wing are obtained.

Fig. 7 to 10 show correlations among dynamic pressure, lift force, thrust force, and vector in experimental group 1.

Fig. 11 to 14 show correlations among dynamic pressure, lift force, thrust force, and vector in experimental group 2.

By analyzing the dynamic pressure, it can be found that in experiment group 2, because the horizontal tail fin approaches to the direction of the main wing, the dynamic pressure becomes more concentrated, the divergence of the dynamic pressure is reduced, which means that reducing the distance between the horizontal tail fin and the main wing can make the dynamic pressure of the whole model to be improved, so the dynamic force of the aircraft is more beneficial correspondingly.

By analyzing the simulation results of the lift force and the thrust force, the matching degree of the two simulation results can be found to be very high, but the experimental group 1 is smoother within the range of 1400-2000, so that the stability of the lift force and the lift force in the experimental group 1 is better.

Analysis of the simulation results of the vectors can show that in the experimental group 1, the generated air flow is concentrated above the horizontal tail wing in the flight process of the unmanned aerial vehicle, so that the flight stability of the unmanned aerial vehicle is high; in the experimental group 2, the generated high-speed air flow is concentrated under the horizontal rear wing, and there are also many high-speed air flows at the front end of the horizontal rear wing, so that the balance and stability of the machine body are poor.

In summary, although a better performance in dynamic pressure can be obtained by reducing the distance between the horizontal rear wing and the main wing, performance is not excellent enough in flight stability, and thus the present application selects a: d=32:36, as a preferred embodiment, the stability of thrust and lift can be ensured on the premise of obtaining a consistent dynamic pressure.

The simulation software for the experiment sampling is ansys, the number of grids is 1000 ten thousand, the highest grid deflection is lower than 0.9, the grid quality is good, and the reliability of the experiment is high.

Example 2:

referring to fig. 1, fig. 1 shows a perspective view of a body structure of an unmanned aerial vehicle;

the horizontal rear wing 105 is required to block the wing tip vortex generated from the main wing 102, so that the horizontal rear wing 105 is required to have sufficient structural strength to have better wind pressure resistance when blocking the air flow.

For this purpose, on the basis of example 1, example 2 provides the following technical solutions:

the horizontal rear wing 105 is located at a middle portion of the upper vertical rear wing 103 such that the horizontal rear wing 105 and the upper vertical rear wing 103 constitute a cross-shaped wing.

Thus, compared to the configuration of the horizontal tail 105 and the upper vertical tail 103 provided in embodiment 2, in which the horizontal tail 105 is disposed at the top of the upper vertical tail 103 to form a T-shaped wing, the present application arranges the horizontal tail 105 at the middle portion of the upper vertical tail 103, so that the stability of the horizontal tail 105 can be increased, and the anti-disturbance flow capability of the horizontal tail 105 can be enhanced.

Example 3:

referring to fig. 6, fig. 6 shows a perspective view of the body structure of the unmanned aerial vehicle, and the position of the weight assembly is marked.

In order to ensure that the aircraft has better stability in the flight process, the symmetry of the aircraft is required to be good enough, and the gravity distribution of the aircraft is uniform in the flight process; however, since the horizontal rear wing 105 is connected to the upper vertical rear wing 103, the aircraft using the body structure 100 of the unmanned aerial vehicle provided by the present application may have a phenomenon in which the weight of the upper vertical rear wing 103 portion and the lower vertical rear wing 104 portion is not matched during vertical flight.

For this purpose, the present application also provides the following solutions:

the lower vertical tail 104 is further provided with a counterweight assembly 1041, the counterweight assembly 1041 is arranged at the middle part of the lower vertical tail 104, and the counterweight tail can be used for balancing the gravity of the horizontal tail 105, so that when the aircraft using the unmanned aerial vehicle body structure 100 provided by the application flies in a vertical state, one side of the upper vertical tail 103 and one side of the lower vertical tail 104 can be equal.

In a more specific arrangement, the counterweight assembly 1041 may be a counterweight fixedly attached to the lower vertical tail 104, or a sensor, a camera, a counterweight, or the like may be integrated on the lower vertical tail 104 to form the counterweight assembly 1041.

The foregoing description is only of the preferred embodiments of the present disclosure and description of the principles of the technology being employed. It will be appreciated by those skilled in the art that the scope of the utility model in the embodiments of the present disclosure is not limited to the specific combination of the above technical features, but encompasses other technical features formed by any combination of the above technical features or their equivalents without departing from the spirit of the utility model. Such as the above-described features, are mutually substituted with (but not limited to) the features having similar functions disclosed in the embodiments of the present disclosure.

Claims (9)

1. An unmanned aerial vehicle's body structure includes:

a main body;

the main wings are at least provided with two main wings, the two main wings are symmetrically arranged on two sides of the main body, and the main wings are provided with propellers and motors for providing power for the propellers;

it is characterized in that the method comprises the steps of,

the unmanned aerial vehicle's organism structure still include:

the upper vertical tail wing is arranged at the upper end of the main body;

the lower vertical tail fin is arranged at the lower end of the main machine body;

wherein, be provided with the tailplane on the tailplane of last vertical fin, the tailplane is provided with two at least, and two tailplanes set up the left and right sides of last vertical fin respectively, and two tailplanes are the symmetry setting, and two tailplanes and last vertical fin are integrated into one piece setting to make the airfoil smooth transition of two tailplanes.

2. The unmanned aerial vehicle's airframe structure as recited in claim 1, wherein: the main wing and the horizontal tail wing are NACA airfoils.

3. The unmanned aerial vehicle's airframe structure as recited in claim 1, wherein: the projection of the horizontal tail on the surface of the main wing is positioned on the main wing.

4. A body structure of an unmanned aerial vehicle according to claim 3, wherein: the distance from the end of the horizontal tail wing to the symmetry plane of the main machine body is a, and the distance from the end of the main machine wing to the symmetry plane of the main machine body is b, then a: b=32: 96.

5. the unmanned aerial vehicle's airframe structure as defined in claim 4, wherein: the vertical distance from the rotating shaft of the propeller to the symmetry plane of the main machine body is c, then a: c=32: 48.

6. the unmanned aerial vehicle's airframe structure as defined in claim 4, wherein: the vertical distance from the bottom end of the horizontal tail wing to the top end of the main wing is d, then a: d=32:36.

7. The unmanned aerial vehicle's airframe structure as recited in claim 1, wherein: the lower vertical fin and the upper vertical fin are NACA airfoils.

8. The unmanned aerial vehicle's airframe structure as recited in claim 1, wherein: the horizontal rear wing is located at a middle portion of the upper vertical rear wing.

9. The unmanned aerial vehicle's airframe structure as recited in claim 1, wherein: the lower vertical tail fin is provided with a counterweight component.