WO2020181855A1

WO2020181855A1 - Dihedral trapezoidal lifting and floating integrated aircraft

Info

Publication number: WO2020181855A1
Application number: PCT/CN2019/124804
Authority: WO
Inventors: 张卫平; 王�华
Original assignee: 杭州佳翼科技有限公司
Priority date: 2019-03-14
Filing date: 2019-12-12
Publication date: 2020-09-17
Also published as: CA3132892A1; CA3132892C

Abstract

A dihedral trapezoidal lifting and floating integrated aircraft, comprising an aircraft body (1) and a power system. The aircraft body (1) comprises a head part provided with an equipment front compartment (2) and a tail part provided with a tail engine compartment box (3). In an overlooking state, the head part is in a flat head shape, and the external end of the tail part is in a forward swept dihedral trapezoid-like shape; the internal space of the aircraft body (1) employs a transverse tie piece (4) structure to form an aircraft body (1) airfoil; and a dihedral trapezoidal empty nest (5) which penetrates from top to bottom is arranged in the middle of the aircraft body (1). Because of the shapes of the flat head and the dihedral trapezoidal aircraft body (1), the ratio between a dynamic lift and a static buoyancy of the air is increased, the flying speed is increased, the anti-wind capacity is enhanced, and resistance is reduced. By means of the configuration of the airfoil, the equipment front compartment (2) and the tail engine compartment box (3), the airfoil distortion of a nonrigid aircraft body (2) caused by deformation and motion deformation of the inflated aircraft body (1) is further corrected. Since an elevator/aileron mixed control surface (7) of which two ends protrude forwards is mounted at a tail edge, the efficiency of the control surface is effectively enhanced. Since the aircraft body (1) is made of a double-layer material, improvement of the flatness and anti-puncture strength of the aircraft body (1) is guaranteed.

Description

An upward-reverse trapezoid integrated lifting and floating aircraft

Technical field

The invention belongs to the technical field of aircraft, and specifically relates to an upward-reverse trapezoid integrated lifting and floating aircraft.

Background technique

In recent years, the emerging unmanned aerial vehicles have become more and more widely used by all walks of life due to their low cost, easy operation, high flexibility and ultra-low altitude flight. Most of the existing unmanned aerial vehicles Mainly used in scientific research, geographic detection, agricultural plant protection, security surveillance and video shooting.

Traditional aerostats represented by airships have the characteristics of long staying time, good safety performance, and low fuel consumption rate. They are widely used in civil fields such as air transportation, communication relay, and military fields such as coastal monitoring and air warning. . However, traditional aerostats mainly rely on the interior to be filled with lighter gas than air to produce buoyancy lift. Its lift is proportional to the size of the aircraft. In order to increase the load, the size of the aircraft must be increased, especially in the stratosphere with low air density. ; Too large size tends to increase the flight resistance, reduce the speed of movement, and even exceed the limit of the tension of the capsule material. The inventor previously applied for an invention patent with a patent number of 2015105557995. During the actual production and flight test, it was found that the lifting and floating integrated aircraft of this structure had problems of poor wind resistance and difficulty in engineering realization. The original plan must be redesigned . For this reason, an up-reverse trapezoid integrated flying vehicle was invented.

Summary of the invention

In view of the problems existing in the prior art, the purpose of the present invention is to provide an upside-down trapezoidal lift-and-float integrated aircraft, the aerodynamic efficiency, flight stability, structural strength and wind resistance of the aircraft are greatly improved. It is suitable for performing a variety of tasks in various airspaces such as low altitude and stratosphere. According to the user's task and convenience needs, you can choose to fill the body with helium or air.

The present invention is realized through the following technical solutions:

The above-mentioned anti-trapezoid integrated lifting and floating aircraft is characterized in that the aircraft includes a body, a power system arranged on the body, the body has a head and a tail, the head is provided with an equipment front compartment, and the tail is provided with The rear engine compartment box, when viewed from above, the head is flat-headed, and the outer end of the tail adopts a forward-swept upside-down trapezoid shape. The body is formed by heat welding and welding of eight or more pieces of coated cloth. The internal space of the body is drawn horizontally. The rib structure forms the airfoil shape of the airframe, and an upper reverse trapezoid hollow nest penetrating up and down is arranged in the middle of the airframe as a space for accommodating loads.

The above-mentioned trapezoidal lifting and floating integrated aircraft is characterized in that the body is made of double-layer materials, and the outer layer is made of lightweight materials with less elasticity and stretchability and better strength; the inner layer is made of elastic For larger air-tight materials, the outer layer material is fixed through the inner layer material patch through the rod and then the outer layer opening hole. This arrangement can effectively improve the overall flatness and puncture resistance of the body and solve the problem of depression in the empty nest of the body.

The said one kind of upper reverse trapezoidal lifting and levitation integrated aircraft, characterized in that said power system includes engines installed at the rear and front of the fuselage, the middle of the rear of the fuselage with odd-numbered engines is a forward concave arc, and even-numbered engines are installed. The middle of the tail of the body is a straight rear edge.

The above-mentioned anti-trapezoid integrated lifting and levitation aircraft is characterized in that the longitudinal section of the airframe adopts a relatively thicker and more efficient airfoil MT722. The airfoil can effectively increase the internal volume of the aircraft and further improve the static buoyancy.

The above-mentioned reverse trapezoidal integrated lift-floating aircraft is characterized in that the shape of the front compartment of the equipment is the shape of the front edge of the airfoil, and the shape of the rear engine compartment is close to conformal to the rear edge of the airfoil. The front and rear engine compartments of the equipment are used to further correct the airfoil distortion of the non-rigid body caused by the body's inflation and movement.

The above-mentioned anti-trapezoid integrated lifting and levitation aircraft is characterized in that the left and right outer parts of the rear edge of the tail of the body are equipped with elevator/aileron mixed control rudder surfaces with front convex ends at both ends. This setting can reduce the influence of the thick-wing fuselage on the aerodynamic efficiency of the tail elevator/aileron of the aircraft, thereby improving the efficiency of the rudder surface.

The above-mentioned anti-trapezoid integrated lifting and floating aircraft is characterized in that the upper anti-trapezoid empty nest is formed by an erected three-dimensional foldable rigid truss structure, the truss structure includes an upper support frame and a lower support frame, the upper A longitudinal support frame is detachably arranged between the support frame and the lower support frame, and the upper support frame and the lower support frame are both detachably arranged with the machine body. The upper trapezoidal empty nest can reduce the resistance of carrying task loads and its internal support frame can effectively strengthen the body's anti-deformation ability.

The above-mentioned upper reverse trapezoid integrated lifting and floating aircraft is characterized in that the upper reverse trapezoid empty nest is equipped with an upper cover plate and the lower part is equipped with a lower bucket. The arrangement of the upper cover and the lower bucket facilitates loading and unloading of cargo and task loads and maintains the integrity of the body shape.

The above-mentioned trapezoidal lift-and-float integrated aircraft is characterized in that the models with even-numbered engines are equipped with a single vertical tail and a rudder, and one or two-piece elevators are installed in the middle of the tail; the models with odd-numbered engines are equipped with a tail Double vertical tail, horizontal tail and elevator are located between the double vertical tail.

The invention has a novel structure and reasonable design. The coordinated arrangement of various structural components can improve the lift-to-float resistance ratio and wind resistance; the arrangement of transverse bracing can reduce the body weight and increase the body structure strength while simplifying the engineering realization process .

Description of the drawings

Figure 1 is a schematic diagram of the overall structure of the double vertical tail body of the present invention;

Fig. 2 is a schematic diagram of the structure from different sides of Fig. 1;

Figure 3 is a schematic diagram of the structure of the single vertical tail body of the present invention;

Fig. 4 is a schematic view of the structure from different sides of Fig. 3;

Figure 5-6 is a schematic diagram of part of the internal structure;

Figure 7 is an expanded structure diagram of the outer layer of the body;

Figure 8 is an expanded structure diagram of the inner layers of the body;

Figures 9-10 are schematic diagrams of the structure where the transverse ties are arranged on the body;

Figures 11-12 are schematic diagrams of the truss structure;

Figure 13-Figure 14 Schematic diagram of the extended model in different directions

Figure 15 is a schematic diagram of air flow attached to a conventional delta wing;

Figure 16 is a schematic diagram of the airflow attached to the delta wing after cutting the head;

Figure 17 is a flight state diagram of a thicker airfoil aircraft at a large elevation angle;

Figure 18-19 is the flight state diagram of the aircraft at 40° angle of attack;

Fig. 20 is a schematic diagram of the connection structure of the inner and outer layers of the body.

detailed description

Hereinafter, the present invention will be further described in detail with reference to the accompanying drawings of the specification, and specific implementations will be given.

The present invention is an upward-reverse trapezoidal integrated lifting and levitation aircraft. Its overall mechanism is shown in Figures 1 to 4, including a body and a power system arranged on the body. The body has a head and a tail, and the head is provided with an equipment front compartment. The rear part is provided with a rear engine compartment box. The top-view shape of the body 1 adopts a flat head, and the outer end of the tail is forward-swept up-reverse trapezoidal body shape. The front-view shape of the body 1 adopts a reverse design on both sides, as shown in Figures 2 and 4; There is a forward concave arc in the middle of the tail of the fuselage, as shown in Figures 1 and 2. The middle of the tail of the fuselage with even-numbered engines is a straight trailing edge, as shown in Figures 3 and 4; the longitudinal section of the fuselage is relatively thick and more efficient. Airfoil MT722, shown in Figures 2 and 4, increases the ratio of aerodynamic lift to static buoyancy, improves flight speed, flight stability and wind resistance, and reduces drag; the shape of the front cabin of the equipment and the leading edge of the airfoil Conformal, the shape of the rear engine compartment is conformal to the trailing edge of the airfoil. The front compartment 2 and the rear engine compartment 3 of the equipment are used to correct the distortion of the airfoil caused by the deformation of the airframe and the movement of the non-rigid body. The shape of the front compartment of the equipment task The shape of the leading edge of the airfoil and is installed at the front end of the fuselage, and the shape of the tail engine compartment is close to the shape of the trailing edge of the airfoil and is installed at the tail of the fuselage. Surface efficiency The left and right outer sides of the trailing edge are installed with front-convex elevator/aileron hybrid control rudder surfaces 7, as shown in Figures 2 and 4. The models with even-numbered engines are equipped with a single vertical tail and a rudder, and one or two-piece elevators are installed in the middle of the tail. The models with odd-numbered engines are equipped with double vertical tails, and the horizontal tail and elevator are located between the double vertical tails.

As shown in Figure 5-6, in order to reduce the resistance of carrying task loads and strengthen the body's anti-deformation ability, there are internal trapezoidal empty nests 5 through up and down in the middle of the body as a space for accommodating loads, as shown in Figures 5 and 6, and a new The three-dimensional foldable rigid truss structure erected in the middle enhances the rigidity of the whole machine, as shown in Figure 10-12. In order to improve the flatness and puncture resistance of the machine body and solve the problem of depression in the empty nest of the machine body, the machine body is composed of two layers of different materials. , The outer layer of the machine adopts lightweight materials with lower elasticity and stretchability and better strength, and the inner layer adopts airtight materials with higher elasticity, as shown in Figure 6 to Figure 10.

In order to simplify the molding process of the body, the wing shape of the body is formed by the transverse bracing 4 structure, and the body shape is heat-sealed and welded by eight or more pieces of adhesive cloth, as shown in Figures 8 to 10. The inverted trapezoidal empty nest is used as a space for accommodating loads. The upper inverted trapezoidal empty nest 5 is formed by an erected three-dimensional foldable rigid truss structure, which includes an upper support frame 8 and a lower support frame 9, an upper support frame 8 and a lower support frame A longitudinal support frame 10 is detachably arranged between 9 and the upper support frame 8 and the lower support frame 9 are both detachably arranged with the machine body. In order to facilitate loading and unloading of cargo and task loads and maintain the integrity of the machine body, an upper cover 11 is installed on the upper part of the empty nest 5, and a lower bucket 12 is installed on the lower part.

In order to adapt to different levels of users and different application scenarios, the up-and-down trapezoidal lift-and-float integrated aircraft adopts a modular design concept to form a series of extended models in which most of the modules can be interchanged. See Figure 13 to Figure 14, including the inflatable body. The upper ship-shaped chassis 16 forms an amphibious model, and a cross-flow fan 17 is installed on the rear edge of the lift-float integrated aircraft to further improve aerodynamic lift, especially to significantly improve the airflow separation phenomenon on the upper wing surface under high angle of attack.

The lift-and-float integrated aircraft is a hybrid aircraft that combines aerodynamic lift and aerostatic buoyancy during movement. In order to enable the aircraft to have the largest possible internal volume of the body that generates static buoyancy while having a strong dynamic lift effect, so as to obtain a smaller volume than traditional airships and better low-speed flight performance compared to fixed wings. For the lift effect, both the airframe and the overall aerodynamic shape design must have good aerodynamic performance, and the airframe must also have a larger surface area ratio. After CFD simulation and calculation and actual flight test, and comprehensively considering the requirements of improving the strength-to-weight ratio of the structure and simplifying the actual processing technology, the system optimization design was carried out on this basis, and a flat head was proposed for the top view shape and the outer end of the tail was swept forward. Body shape design scheme. The overall shape is shown in Figure 1 and Figure 3.

Body selection

In order to improve the floor area ratio of the aircraft, the aircraft adopts the lift body (fuselage and wing as one body) scheme and adopts the thick airfoil MT722. In order to ensure the dynamic lift performance of the airframe, it is necessary to improve the integrity of the airfoil in the spanwise direction as much as possible. At the same time, in order to combine the number of materials into the shape of the airframe as little as possible, the airframe's top-view shape is made flat (see Figure 1). And Figure 3). Because the rear part of the entire MT722 airfoil lift body is thin, the rigidity in the vertical cross-section direction is poor, and both ends of the wing are prone to swing up and down. For this reason, the rear edge of the body adopts a forward sweep design to form a triangular rigidity at the rear of the body Bracket installation reinforcement area. (See Figure 1, Figure 2, Figure 3, Figure 4 and Figure 11). The body and rigid support are fixed with patches. The whole body forms an upper reverse trapezoid shape. This also brings the benefits of increasing the surface volume rate of the body, which can reduce the area of the material used while increasing the buoyancy, thereby reducing the weight of the body.

The principle of the shape of the upright flat-head lifting and floating integrated body for improving aerodynamic performance:

The shape of the lift-and-float integrated body with the upper reverse flat head is actually similar to the cut-toe (root) delta wing. The cut-to-root delta wing has the principle that the lift and drag at lower speeds are better than the delta wing, which is also suitable here.

Why is the lift-to-drag ratio of the subsonic state improved after the delta wing is rooted (head)? This starts with the characteristics of the delta wing. The airflow under the delta wing rolls to the upper surface under pressure, forming many weak vortices. At a small angle of attack, leading edge airflow separation occurs. If the airflow is attached to the leading edge, it will produce leading edge suction, which is equivalent to reducing resistance. However, the delta wing is prone to separation of the leading edge airflow, which actually reduces the leading edge suction and increases the resistance. Moreover, the leading edge airflow separation vortex also produces a large induced drag, which is also the disadvantage of the delta wing, as shown in Figure 15.

To solve the problem of delta wing subsonic induced drag is large and the lift drag is relatively low. One method is to fix the torsion to improve its pressure distribution in the span (such as J10). The second is to configure the leading edge flaps and trailing edge flaps to make the wing a variable-bend wing. These two methods are difficult to process and shape the flexible body and cannot be adopted.

The third method is to cut the root (cut the head). By reducing the swept angle of the root (head), the separation is delayed, while the suction of the front edge is maintained and resistance is reduced. In turn, the cruise lift-to-drag ratio can be improved, as shown in Figure 16. It can be seen that the middle area maintains a complete airfoil shape along the span, and the airflow through this area can produce a better lift effect. In addition, the use of an external upside-down design can obtain better roll stability while reducing the thickness of the wings at both ends, which is more beneficial to further reduce induced drag. At the same time, it also brings the benefits of increasing the surface volume ratio of the body, which can reduce the area of the material used while improving the buoyancy, thereby reducing the weight of the body.

Body forming:

To ensure that the flexible body forms a good aerodynamic shape is a relatively difficult task. The upper reverse trapezoid shape is selected, which greatly simplifies the difficulty of forming. The airtight surface of the machine body is welded by 8 pieces of airtight materials, as shown in Figure 8. B3 is welded to B1, A2 is welded to A1, and A1 is welded to the front or rear of B1. After the upper and lower welding is completed, the corresponding ties 4, C1 and A2 and B3 are welded, and finally the tail or front seal is welded.

In order to form a good aerodynamic shape, in addition to the shape of the airframe, it is more important to be able to use as little flexible material as possible to make the airframe cross-section conform to the selected airfoil shape. Here, the method of internal bracing 4 is used to realize the airfoil shape of the airframe section as shown in Figure 10. However, the flexible body will tend to be spherical after inflating. With less lacing, the convex spherical surface of the body will become larger and the distortion will be greater. If the lacing is too dense, it will increase the weight. In addition, the arrangement and direction of the lacing will affect The body section is shaped.

Here, "Non-Dominated Sorting Algorithm (NSGA_II)" is used to optimize the realization method of airfoil processing and shaping.

Modeling the initial structure of an inflatable wing

First, the area between two adjacent braces is defined as a unit, and the number of braces 4 units is set to N,

The initial horizontal coordinate value of each circle center is given in the two-dimensional plane reference system, where the coordinate origin is set at the foremost edge of the airfoil profile. Then, according to the tangent position relationship between the arc and the airfoil baseline, it can be calculated Ordinate and radius value,

However, the coordinate value of the initial circle center is limited within a limited range so that two adjacent circles with a tangent relationship can clearly intersect, and these circles cover the area of the airfoil section as much as possible.

Elevator/Aileron hybrid control rudder surface with front convex at both ends

In order to increase the floor area ratio, the body uses a thicker airfoil. A thicker airfoil will block the tail, especially when flying at a higher angle of attack, the large chord lift body (wing) will produce airflow separation. These factors will greatly reduce the elevator/aileron hybrid control rudder surface 2 The control efficiency is shown in Figure 17.

The front-convex elevator/aileron hybrid control rudder surface is adopted, and both ends are extended to the outside of the left and right ends of the fuselage, so that the rudder surface directly faces the airflow, which significantly improves the control efficiency. See Figure 16 and Figure 7. At the same time, the convex rudder surface also plays the role of trimming the rudder surface to control the torque.

The design and realization of the load bin in the middle of the airframe

In order to reduce the resistance of carrying the task load and strengthen the body's anti-deformation ability, the force of the distributed load on the body will be changed from only the bottom bearing of the body to the upper and lower load bearing forces. In the middle of the machine body, there are internal trapezoidal empty nests that penetrate up and down as a space for accommodating loads, see Figure 5, Figure 6 and Figure 10, and a new three-dimensional quick-detachable rigid truss structure erected in the middle is used to enhance the rigidity of the whole machine, see Figure 11 Figure 12, in order to facilitate loading and unloading of cargo and task loads and maintain the integrity of the machine body, the upper part of the empty nest is equipped with an upper cover 11, and the lower part is equipped with a lower bucket 12.

One of the advantages of the lift-and-float integrated aircraft is that a larger load can be achieved with the same power. If the larger load is externally mounted or loaded in a specially designed external box, it will inevitably destroy the aerodynamic shape of the entire aircraft body, resulting in high resistance. The amplitude increases, the lift is greatly reduced, and the structure weight and processing cost will also increase. Therefore, it is very necessary to design the airframe load empty nest warehouse. Although the empty nest in the middle of the airframe will occupy the inflation volume, the loss of aerodynamic performance caused by the external suspension method has much smaller impact on the overall performance, and it needs to fly in the application scenario. When the height is high, the empty nest bin can be used as a reserved position for installing the secondary airbag.

The empty nest is designed as a trapezoidal structure with a small upper part and a larger lower part, as shown in Figure 5, Figure 6, Figure 8 and Figure 10, because the upper part can minimize the upper opening and affect the upper surface shape of the body, and the lower part can be as large as possible. The size of the task load can be carried, and the trapezoidal structure is also conducive to more stability when installing the internal bracket. Refer to Figure 12 and Figure 13 for the bracket, which can play the following roles:

1) It can be used as a load-bearing structure, and the force that the load simply acts on the bottom of the body can be changed into the force on the upper and lower surfaces of the body through the bracket.

2) The bracket can change the rigid support frame of the entire body from two-dimensional to three-dimensional, increasing the anti-deformation ability of the entire body.

The empty nest is formed by welding four pieces of rubberized cloth to each other and then welding with the machine body. The bracket and the machine body are connected by patches, as shown in Figure 8. The body is made of double layers of material. The outer layer is made of lightweight materials with less elasticity and stretchability and better strength; the inner layer is made of airtight materials with greater elasticity, and the outer layer material passes through the inner material patch and passes through the rod. The openings in the outer layer are fixed, as shown in Figure 20.

In the invention, a double-layer body material is used to solve the problems of body flatness, puncture resistance strength, and hollow nest recession. The body is composed of double layers of different materials, and the outer layer of the body is made of materials with less elasticity. , The inner layer is made of airtight materials with greater elasticity, see Figure 6 to Figure 10.

Flatness of the body

It can be seen from the foregoing that in order to form the airfoil shape of the airframe, it is necessary to use bracing and other methods to restrain the deformation of the airframe due to inflation, and then form a more ideal airfoil section of the airframe (wing). In the fuselage, with as little material as possible, a cross-sectional shape close to the ideal airfoil can be formed, but the surface of the fuselage is difficult to eliminate wave-like undulations, as shown in Figure 10. This situation will increase the resistance of the fuselage. The use of flexible and light-weight exterior materials with less stretchability can act as a bridge across the depression, making the body smooth.

Improve puncture resistance

A lift-and-float integrated aircraft needs to maintain a certain pressure of gas inside the body to maintain a certain buoyancy and body shape. If the body hits a sharp object when it hits, scratches, etc., it is likely to cause the body to perforate or tear, resulting in air inside the body. Leakage causes a drop in buoyancy, changes in appearance, and makes it difficult to continue flying or even crash. It will be very beneficial to adopt light external material protection measures that are elastic, less stretchable and stronger.

Depression in the empty nest of the body

As mentioned above, the airframe of the present invention adopts a hollow nest design in the middle, and the edge of the space-time nest will be recessed when inflated, as shown in Fig. 10, which will seriously affect the airfoil shape of the airframe and result in poor aerodynamic performance. To this end, the use of elastic, light-weight exterior materials with less stretchability can also serve as a bridge across the depression. In order to facilitate the installation of the internal support and the commissioning of the task load, two holes are made in the outer body material. Due to the rigid hatch cover at the lower part, the outer body material has holes in the lower part of the empty nest with the same size as the bottom of the empty nest.

There is no direct connection between the outer body material and the inner body, but a pair of holes are opened at both ends of the patch where the bracket connects to the inner body, so that the bracket can pass through and clamp the inner and outer body materials.

The cut size of the outer body material determines the size enlargement ratio of the outer body material according to the difference in elasticity and stretchability of the outer and inner body materials under a certain gas pressure.

Form a series of extended models by installing different modules

In order to adapt to different levels of users and different application scenarios, the above-mentioned reverse trapezoidal lift-and-float integrated aircraft can be filled with helium or air, and adopts a modular design concept to form a series of models with most modules interchangeable. See Figure 13 to Figure 14. Including the installation of a ship-shaped chassis 16 on the inflatable body to form an amphibious model, and the installation of a cross-flow fan 17 on the rear edge of the lift-and-float integrated aircraft to further improve the aerodynamic lift, especially to significantly improve the air flow split on the upper wing at high angles of attack.

Figures 18-19 show the flow field distribution of the aircraft when the embedded cross-flow fan is turned off and on when the aircraft is at a 40° angle of attack. Figure 18 clearly shows airflow separation and stalls, while Figure 19 shows no stall.

Cross-flow fans have been used in many fields, such as air-conditioning, etc. There are already aircrafts using cross-flow fans in foreign countries, but they have not been applied to lift-floating integrated aircrafts, as shown in Figure 13.

The connection of the cross-flow fan to the lift-and-float integrated aircraft can also be the same as other component modules, first connecting with the bracket and then connecting the bracket with the body through the patch.

In order to meet the needs of fishery and tourism in scenes such as the ocean and the Great Lakes of North America, a ship-shaped cabin box can be installed in the lower part of the body, as shown in Figures 13 and 14, the connection method is the same as that of other parts, connected to the body through brackets and patches. Since the body itself is an inflatable body, the buoyancy on the water is very large, and it has enough safe buoyancy reserves.

Claims

An upside-down trapezoidal lifting and floating integrated aircraft, which is characterized by comprising a body (1), a power system arranged on the body (1), the body (1) having a head and a tail, and the head is provided with an equipment front In the warehouse (2), a rear engine compartment box (3) is arranged at the tail. When viewed from above, the head is flat-headed, and the outer end of the tail adopts a forward-swept upper-inverted trapezoid shape. The body (1) passes through eight or more pieces. The airframe (1) is formed by heat sealing and welding, and the internal space of the airframe (1) adopts a transverse bracing (4) structure to form an airfoil of the airframe. In the middle of the airframe (1), an upper reverse trapezoidal hollow nest (5) which penetrates up and down is arranged as a receiving Load space.
An up-reverse trapezoidal integrated lifting and levitation aircraft according to claim 1, characterized in that the body (1) is made of double-layer materials, and the outer layer is made of light weight with less elasticity and stretchability and better strength. Material; the inner layer is made of airtight material with greater elasticity, and the outer layer material is fixed through the opening hole of the outer layer through the inner layer material patch.
An up-reverse trapezoidal integrated lifting and levitation aircraft according to claim 1, wherein the power system includes engines installed at the rear and front of the fuselage, and the middle of the fuselage with odd-numbered engines is a forward concave arc ( 6). The middle of the rear of the body with even-numbered engines is a straight edge.
An upward-reverse trapezoidal integrated lifting and levitation aircraft according to claim 1, characterized in that the longitudinal section of the airframe (1) adopts an airfoil MT722 with a larger area and higher efficiency.
An up-reverse trapezoid integrated lifting and levitation aircraft according to claim 1, characterized in that the equipment front compartment (2) is conformal to the airfoil, the shape is the airfoil front edge, and the tail engine compartment box (3) is the same Conform to the airfoil, and the shape is close to the trailing edge of the airfoil.
An up-reverse trapezoidal integrated lifting and levitation aircraft according to claim 1, characterized in that the left and right outer parts of the rear edge of the tail of the body (1) are equipped with elevator/aileron hybrid control rudder surfaces (7) with both ends protruding forward. .
An upper reverse trapezoidal lifting and floating integrated aircraft according to claim 1, characterized in that the upper reverse trapezoidal empty nest (5) is formed by an erected three-dimensional foldable rigid truss structure, and the truss structure includes an upper support frame ( 8) and a lower support frame (9), a longitudinal support frame (10) is detachably provided between the upper support frame (8) and the lower support frame (9), the upper support frame (8) and the lower support frame (9) Both are detachably set with the body (1).
The upper reverse trapezoid integrated lifting and floating aircraft according to claim 1, characterized in that the upper reverse trapezoid empty nest (5) is equipped with an upper cover plate (11), and the lower part is equipped with a lower bucket (12).
An up-and-down trapezoidal lift-and-float integrated aircraft according to claim 3, characterized in that the models with even-numbered engines are equipped with a single vertical tail (13) and a rudder, and one or two-piece elevators (14) are installed in the middle of the tail. ; Models with odd-numbered engines are equipped with double vertical tails (15), and the horizontal tail and elevator are located between the double vertical tails.