CN116588316A

CN116588316A - Electric culvert vertical lift co-rotating wing aircraft

Info

Publication number: CN116588316A
Application number: CN202310416650.3A
Authority: CN
Inventors: 曾昭达; 王浩; 单肖文; 景晓辉
Original assignee: Guangdong Xinstable Energy Control Technology Research Co ltd
Current assignee: Guangdong Xinstable Energy Control Technology Research Co ltd
Priority date: 2023-04-19
Filing date: 2023-04-19
Publication date: 2023-08-15

Abstract

The invention provides an electric culvert vertical lift co-rotating wing aircraft, which comprises a fuselage, wherein a main wing is arranged in the middle of the fuselage, and the front side and the rear side of the fuselage, which are positioned on the main wing, are respectively connected with an engine through an engine flight attack angle electric regulating mechanism; an aileron is arranged on the electric adjusting mechanism of the flying attack angle of the engine; the engines arranged in front and back are staggered up and down, and the front aileron, the main wing and the rear aileron are sequentially arranged from bottom to top. The electric culvert vertical lift co-rotating wing aircraft provided by the invention has the advantages that the front side aileron, the main wing and the rear side aileron are respectively arranged at the lower, middle and upper heights, so that the mutual influence of an engine and the wings when the respective functions are exerted is avoided, and meanwhile, the flying stability is increased.

Description

Electric culvert vertical lift co-rotating wing aircraft

Technical Field

The invention relates to the field of aircrafts, in particular to an electric culvert vertical lift co-rotating wing aircraft.

Background

The invention designs a co-rotating vertical take-off and landing film wing aircraft (publication No. CN 113306714A), breaks through the bottleneck of the existing vertical take-off and landing associated fixed wing aircraft in performance and cost, has excellent low-altitude performance, powerful safety guarantee and convenient use and maintenance, and can be used as an unmanned aerial vehicle or an unmanned aerial vehicle.

The final goal of the co-rotating vertical take-off and landing film wing aircraft is to industrially produce a small aircraft which can take off and land vertically and has the functions of safety, performance, energy conservation, maintenance, cost and the like and enters the families of the common people.

However, in the test process, when the power wing beams of the 'co-rotating vertical take-off and landing film wing aircraft' rotate to the rotation shafts of the propellers to be horizontally arranged, the propellers on the front power wing beam and the rear power wing beam are positioned on the same horizontal line, so that the problem of mutual interference of air flows exists, and the smooth flight of the aircraft is not facilitated.

Secondly, the engine flight attack angle refers to the included angle between the engine thrust direction and the main lifting surface of the aircraft. When the flying attack angle of the engine is fixed and the thrust direction is horizontal, the corresponding cruising speed is the optimal cruising speed (the energy consumption is the lowest in the state). In the case of gross weight determination, any engine flight angle of attack corresponds to an optimal cruising speed, with a smaller engine flight angle of attack corresponding to a higher optimal cruising speed. Thus, if the aircraft's engine angle of attack is adjustable, its optimum cruise speed range will be broader and the flight energy consumption will be lower. However, the flying attack angle of the engine of the 'co-rotating vertical take-off and landing film wing aircraft' is not adjustable, so that the selectable optimal cruising speed range of the aircraft is narrow, and the comprehensive energy consumption of flying is high.

The electric culvert vertical lift co-rotating wing aircraft is a practical model developed on the basis of a co-rotating vertical take-off and landing membrane wing aircraft and a patent 202211348820 secondary vortex culvert electric drive engine. The full name of the electric culvert vertical lift co-rotating wing aircraft is a secondary vortex culvert electric drive vertical take-off and landing co-rotating membrane wing aircraft, and the technology needs to be disclosed aiming at the technical innovation characteristics of the electric culvert vertical lift co-rotating wing aircraft, and the pneumatic appearance, the power and wing associated control, the wing structure, the flight attack angle, the taxiing aircraft legs and the like are mainly protected.

Disclosure of Invention

Aiming at the technical problems in the background art, the invention provides an electric culvert vertical lift co-rotating wing aircraft, wherein a front side aileron, a main wing and a rear side aileron are respectively arranged at three heights of a lower height, a middle height and an upper height, so that the mutual influence of an engine and a wing when the respective functions are exerted is avoided, and meanwhile, the flying stability is improved.

The technical scheme of the invention is realized as follows:

an electric culvert vertical lift co-rotating wing aircraft comprises a main body, wherein a main wing is arranged in the middle of the main body, and the front side and the rear side of the main wing on the main body are respectively connected with an engine through an engine flight attack angle electric regulating mechanism; an aileron is arranged on the electric adjusting mechanism of the flying attack angle of the engine; the engines arranged in front and back are staggered up and down, and the front aileron, the main wing and the rear aileron are sequentially arranged from bottom to top.

Further, the electric adjusting mechanism for the flying attack angle of the engine comprises a movable sleeve, a co-rotating beam and a fixed sleeve which are connected, wherein the movable sleeve and the fixed sleeve are coaxially arranged and are mutually and rotatably sleeved; the side wall of the movable sleeve is provided with a first slideway which forms a certain included angle with the axial direction of the movable sleeve, and the side wall of the fixed sleeve is provided with a second slideway which is parallel with the axial direction of the fixed sleeve; a sliding rod is arranged between the first slideway and the second slideway in a penetrating way, and the sliding rod is linked with an electric telescopic mechanism; the aileron is connected on the corotation beam, and the movable sleeve is connected with the engine.

Further, the electric telescopic mechanism comprises an outer screw telescopic rod and an inner screw rotary drum which are in threaded fit with each other, and also comprises an electric telescopic mechanism shell and a second motor; the slide bar is connected to the outer screw telescopic rod; the inner screw rotary drum is rotationally connected with the electric telescopic mechanism shell, and the output end of the second motor is linked with the inner screw rotary drum through a transmission mechanism.

Further, the electric telescopic full-freedom-degree scooter leg comprises a telescopic mechanism shell connected with the scooter body, a rotating piece is rotationally connected to the telescopic mechanism shell, a first driving device is linked to the rotating piece, a telescopic rod piece is matched with the middle of the rotating piece through threads, and the telescopic rod piece is matched with the telescopic mechanism shell through an anti-rotation limiting structure capable of axially sliding; the universal wheel structure is arranged below the telescopic rod piece.

Further, the universal wheel structure comprises a sliding connecting rod and a guide pin; the sliding connecting rod is provided with a sliding groove, the guide pin is in sliding fit with the sliding groove, and the guide pin is connected to the bottom of the telescopic rod; the bottom of the telescopic rod piece is provided with a damping slide hole, and the sliding connecting rod is in sliding fit with the damping slide hole; a damping structure is arranged between the sliding connecting rod and the damping sliding hole; the universal wheel structure also comprises a full-freedom force transmission component and a tire; the tyre is rotationally connected to the full-freedom force transfer component, and the full-freedom force transfer component is connected with the sliding connecting rod through the universal rotating structure.

Further, the main wing comprises a main wing non-foldable section and a main wing foldable section; the main wing is arranged on the co-rotating main wing beam, and an electric wing folding mechanism is arranged in the middle of the co-rotating main wing beam.

Further, the corotation beam is in rotary connection with a first spar rotary support arranged on the machine body; the co-rotating main wing beam is rotationally connected with a second wing beam rotating support arranged on the machine body; the co-rotating beam is connected with a first rotating disc, the co-rotating main spar is connected with a second rotating disc, and the first rotating disc and the second rotating disc are linked through a co-rotating mechanism.

Furthermore, the tail part of the machine body is provided with a tail rotor and an aircraft vertical tail wing.

Advantageous effects

The electric culvert vertical lift co-rotating wing aircraft has the advantages that:

1. because the engines arranged in front and back are staggered up and down, the front aileron, the main wing and the rear aileron are sequentially arranged from bottom to top, the mutual influence of the engines and the wings when the respective functions are exerted is effectively avoided, and meanwhile, the flying stability is increased.

2. The corotation beam is used for installing ailerons of the electric culvert vertical lift corotation wing aircraft. The electric telescopic mechanism drives the sliding rod to move along the second slide way and the first slide way, and the movable sleeve can rotate by a certain angle relative to the fixed sleeve, so that the included angle between the thrust of the engine and the aileron is changed, the flying attack angle of the engine is regulated, the aircraft can obtain a wider optimal cruising speed range, and the flying comprehensive energy consumption is lower and is more energy-saving.

3. In the electric telescopic mechanism, the second motor drives the sliding rod to move by relatively large thrust through the driving gear, the double-gear transmission rod, the external teeth of the internal screw rotary cylinder and the speed reduction and torque increase of the internal screw rotary cylinder, so that the engine is driven to rotate relative to the corotation beam. Because of the gradual amplification effect of force transmission and the clamping effect formed between the sliding rod and the first sliding way and between the sliding rod and the second sliding way, the whole mechanism cannot rotate due to the pushing of engine torque.

4. In the electric telescopic full-freedom-degree scooter leg, due to the effect of the limiting structure, the telescopic rod piece and the telescopic mechanism shell cannot rotate relatively and can only slide relatively up and down. The rotary part is driven to rotate relative to the telescopic mechanism shell through the first driving device, meanwhile, the middle part of the rotary part is in threaded fit with the telescopic rod piece, and the telescopic rod piece can be moved up and down, so that the universal wheel structure is driven to move up and down.

5. A damping structure is arranged between the sliding connecting rod and the damping sliding hole, so that the damping effect can be achieved when the electric culvert vertical lift co-rotating wing aircraft descends.

6. The main wing and the co-rotating main wing beam can be folded by corresponding angles through the wing electric folding mechanism according to the flight condition, so that the flying stability is improved, and meanwhile, the occupied area during shutdown can be reduced when the wing is completely folded.

7. The co-rotating mechanism realizes unified control of the co-rotating main wing beam and the co-rotating beam, synchronous co-rotation, and vertical take-off, landing and fixed wing flying are one set of power, so that the engine and the membrane wing are always in the optimal cooperative state, and the control is simple.

Drawings

In order to more clearly illustrate the embodiments of the invention or the technical solutions of the prior art, the drawings which are used in the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the description below are only some embodiments of the invention, and that other drawings can be obtained according to these drawings without inventive faculty for a person skilled in the art.

FIG. 1 is a top view of an electric culvert vertical lift co-rotating wing aircraft;

FIG. 2 is a front view of an electric culvert vertical lift co-rotating wing aircraft;

FIG. 3 is a side view of an electric culvert vertical lift co-rotating wing aircraft;

FIG. 4 is a skeletal view of an electric culvert vertical lift co-rotating wing aircraft;

FIG. 5 is a top view of the engine jet impact area of an electric culvert vertical lift co-rotating wing aircraft;

FIG. 6 is a side view of an engine jet impact area of an electric culvert vertical lift co-rotating wing aircraft;

FIG. 7 is a top view of an engine flight angle of attack electric adjustment mechanism;

FIG. 8 is a front view of an engine flight angle of attack electric adjustment mechanism;

FIG. 9 is a view in the A-A direction of FIG. 7;

FIG. 10 is a B-B view of FIG. 8;

FIG. 11 is a C-C view of FIG. 10;

FIG. 12 is a D-D view of FIG. 10;

FIG. 13 is a cross-sectional view of the corotation beam and the stator sleeve;

FIG. 14 is a schematic view of a clip;

FIG. 15 is a plot of power direction versus lifting surface for ground berthing, 0 degrees corotation, 0 degrees engine attack;

FIG. 16 is a graph of power direction versus lifting surface for an air-optimum cruising, 0 degrees co-rotation, 3.5 degrees engine angle of attack;

FIG. 17 is a graph of power direction versus lifting surface for an air-optimum cruising, co-rotating 0 degrees, and an engine angle of attack of 7 degrees;

FIG. 18 is a front view of an electric telescopic full-freedom scooter leg;

FIG. 19 is a cross-sectional view of an electric telescopic full-freedom scooter leg;

FIG. 20 is a cross-sectional view of the telescoping mechanism housing and the rotating member;

FIG. 21 is a cross-sectional view of a caster structure;

FIG. 22 is a bottom view of the telescoping mechanism housing and telescoping rod assembly;

fig. 23 is a front view of the rotary member.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

Referring to fig. 1 to 5, an electric culvert lifting corotation wing aircraft for low-altitude (below 3000 m) flight comprises a fuselage 6, a main wing 64 is arranged in the middle of the fuselage 6, and an engine 5 is connected to the fuselage 6 on the front side and the rear side of the main wing 64 through an engine flight attack angle electric regulating mechanism 7. The electric adjusting mechanism 7 of the engine flying attack angle is provided with an aileron 63. The engines 5 arranged front and rear are staggered up and down from each other, and the front side flaps 63, the main flaps 64, and the rear side flaps 63 are arranged in this order from bottom to top.

The engine 5 may be a secondary turboprop engine, and the structure of the wing electric folding mechanism 74 is the same as that of the application 2021101823468. The co-rotating mechanism 66 is identical in structure to that of patent application No. 2021108086250.

The engine flight attack angle electric regulating mechanism 7 comprises a movable sleeve 41, a co-rotating beam 42 and a fixed sleeve 43 which are connected, wherein the movable sleeve 41 and the fixed sleeve 43 are coaxially arranged and are in rotary sleeving connection with each other. The side wall of the movable sleeve 41 is provided with a first slide 411 with a certain included angle with the axial direction of the movable sleeve, and the side wall of the fixed sleeve 43 is provided with a second slide 431 parallel with the axial direction of the fixed sleeve. A sliding rod 446 is arranged between the first sliding way 411 and the second sliding way 431 in a penetrating way, and the sliding rod 446 is linked with an electric telescopic mechanism. The flap 63 is connected to the corotation beam 42, and the movable sleeve 41 is connected to the engine 5.

Two first slide ways 411 are arranged on the movable sleeve 41, two second slide ways 431 are arranged on the fixed sleeve 43, and two ends of the sliding rod 446 penetrate through the corresponding first slide ways 411 and the second slide ways 431.

The side wall of the fixed sleeve 43 is connected with a positioning bolt 432, the side wall of the movable sleeve 41 is provided with a positioning slide hole 412, the length direction of the positioning slide hole 412 is parallel to the axis of the movable sleeve 41, and the positioning bolt 432 is in sliding fit with the positioning slide hole 412. Preferably, the positioning bolts 432 and the positioning slide holes 412 are four groups and symmetrically arranged at both sides of the positioning slide holes 412. Rotation between the fixed sleeve and the movable sleeve is limited by the cooperation of the positioning slide hole 412 and the positioning bolt 432, and the rotation is prevented from exceeding a preset stroke.

The side wall of the movable sleeve 41 is provided with a first overhaul hole 413, and the side wall of the fixed sleeve 43 is provided with a second overhaul hole 433. The first access hole 413 and the second access hole 433 are adjacently arranged, so that personnel can conveniently extend into the inner side of the sleeve from the outer side to carry out overhaul.

The electric telescopic mechanism comprises an outer screw telescopic rod 444 and an inner screw drum 445 which are mutually in threaded fit, and further comprises an electric telescopic mechanism housing 442 and a second motor 441. The slide rod 446 is connected to the outer screw telescoping member 444. The inner screw cylinder 445 is rotatably connected with the electric telescopic mechanism housing 442, and the output end of the second motor 441 is linked with the inner screw cylinder 445 through a transmission mechanism. When the slide bar 446 moves, the rotation is more stable because the number of the stress points of the movable sleeve is at least two. The outer screw telescoping member 444 does not rotate under the limiting action of the second slide.

The middle part of the slide rod 446 transversely passes through one end of the outer screw telescopic rod 444, the side wall of the outer screw telescopic rod 444 is provided with a pin 4461 in a penetrating way, and the pin 461 transversely passes through the middle part of the slide rod 446 at the same time. The outer wall of one end of the pin 4461, which is positioned outside the outer screw telescopic rod 444, is clamped with a clamp 4462, and the middle part of the clamp 4462 comprises a plug rod 4463 which traverses the outer screw telescopic rod 444, so that the connection stability can be improved.

The transmission mechanism includes a driving gear 4411, a double gear transmission lever 443, and an external gear 4451 which are sequentially meshed. The driving gear 4411 is connected to the output end of the second motor 441, the double gear transmission rod 443 is rotatably connected to the electric telescopic mechanism casing 442, and the external teeth 4451 are annularly arranged on the outer wall of the inner screw cylinder 445. The common rotating beam 42 is provided with an access cover 421, and the second motor 441 and the electric telescopic mechanism casing 442 are fixedly installed in the inner cavity of the common rotating beam 42, and the access cover 421 is opened for access.

The double gear transmission lever 443 includes a second gear 4431, a transmission lever 4432, and a third gear 4433, which are sequentially connected. The driving gear 4411 meshes with the second gear 4431, and the third gear 4433 meshes with the outer teeth 4451 of the inner screw cylinder 445.

Wherein the second motor 441 drives the driving gear 4411 to engage the double gear transmission rod 443 (about 2 times of speed reduction), the double gear transmission rod 443 engages the inner screw cylinder 445 (about 4 times of speed reduction), the inner screw cylinder 445 drives the outer screw telescopic rod 444 (about 20 times of speed reduction), and the outer screw telescopic rod 444 links the sliding rod 446 to push the moving sleeve 41 to link the engine 5 to rotate (about 4 times of speed reduction). Because of the gradual amplification of force transmission and the clamping effect formed between the sliding rod and the first sliding way and between the sliding rod and the second sliding way, the external screw telescopic rod cannot rotate due to the pushing of engine torque.

In this embodiment, the optimal cruising speed is about 90Km/h when the flight attack angle is 7 degrees according to the power performance of the electric culvert vertical lift co-rotating wing aircraft, and is an ideal minimum flat flying speed. Therefore, the adjustable angle range of the engine flight attack angle is set to be 0-7 degrees, and the corresponding optimal cruising speed range is 90-500Km/h (in theory, when the engine flight attack angle is 0 degree, the optimal cruising speed is infinite, but the maximum set flight speed of the electric culvert vertical lift co-rotating wing aircraft is 500 Km/h).

It can be seen from the above control that the motor configuration required to be configured after the layer-by-layer deceleration (about 2×4×20×4=640 times) is very small (about 0.5 n.m) even though the torque required for the rotation of the engine is relatively large (about 300 n.m) at high speed (e.g., 500 Km/h). If a DC motor with a rotational speed of 100 rpm is used, the time required for the maximum stroke (0 degree push to 7 degrees) is about 35 seconds. It can be seen that the time and force of flight angle of attack electric adjustment mechanism control are both suitable, while the integration of the entire mechanism onto the power spar is achieved with very little additional weight.

The mechanism for regulating the flight attitude of the engine flight attack angle electric regulating mechanism is as follows:

when the total rotation is 0 degree, all wings and the belly form a unified lifting surface: the lift-drag ratio of the aircraft in this state is the largest (at this time, the lift-drag ratio of the electric culvert vertical lift-sharing rotary wing aircraft is about 12), so that the common rotation of all the fixed wings of the electric culvert vertical lift-sharing rotary wing aircraft is 0 degrees when the electric culvert vertical lift-sharing rotary wing aircraft flies. This gives further improvement in terms of economy and simplified handling compared to a "vertical takeoff and landing membrane aircraft", which is also a clear benefit of providing an electric adjustment mechanism for the angle of attack of the engine.

When the aircraft cruises at a certain speed, the engine attack angle is regulated to enable the thrust direction of the engine to be horizontal, the aircraft (attack angle elevation head) flies horizontally, namely, the lift force is completely provided by a unified lift surface, and the engine power only needs to resist the horizontal resistance of the aircraft: thereby achieving optimum cruising speeds for all flights within a determined speed range (90-500 Km/h).

Main wing 64 includes a main wing non-foldable section 641 and a main wing foldable section 642. The main wing 64 is mounted on a co-rotating main wing beam 73, and an electric wing folding mechanism 74 is arranged in the middle of the co-rotating main wing beam 73.

The corotation beam 42 is rotatably coupled to a first spar rotational mount 71 provided on the fuselage 6. The co-rotating main spar 73 is rotatably connected to a second spar rotational mount 72 provided on the fuselage 6. The first rotating disc 65 is connected to the corotation beam 42, the second rotating disc 67 is connected to the corotation main wing beam 73, and the first rotating disc 65 and the second rotating disc 67 are linked through the corotation mechanism 66.

The tail of the fuselage 6 is provided with a tail rotor 62 and an aircraft vertical tail 61.

As shown in fig. 6, the aircraft is in an air cruising state, the ailerons and the main wings rotate 0 degrees together, all bottom surface lines are parallel, an included angle of 7 degrees is formed between the bottom surface lines and the thrust direction of the engine, and meanwhile, the thrust of the engine is in the horizontal direction. It can be seen that the power airflow and the machine body are not adversely affected.

The electric culvert vertical lift co-rotating wing aircraft further comprises an electric telescopic full-freedom-degree slider leg 8, the electric telescopic full-freedom-degree slider leg 8 comprises a telescopic mechanism shell 11 connected with the aircraft body 6, a rotating piece 12 is rotationally connected to the telescopic mechanism shell 11, the rotating piece 12 is linked with a first driving device 13, the middle part of the rotating piece 12 is provided with a telescopic rod 2 through threaded fit, and the telescopic rod 2 is matched with a limiting structure capable of axially sliding through rotation prevention. And a universal wheel structure 3 is arranged below the telescopic rod piece 2. The outer wall of the main body of the rotating member 12 is cylindrical, the outer side wall of the main body is also provided with a clamping groove ring 122, the clamping groove ring 122 of the rotating member 12 is in rotary fit with a clamping groove arranged on the inner wall of the telescopic mechanism shell 11, and the clamping groove can prevent the rotating member 12 from moving along the axial direction of the rotating member.

The castor structure 3 comprises a sliding link 31 and a guide pin 30. The sliding connecting rod 31 is provided with a sliding groove 311, the guide pin 30 is in sliding fit with the sliding groove 311, and the guide pin 30 is connected to the bottom of the telescopic rod 2. The bottom of the telescopic rod piece 2 is provided with a damping slide hole 22, and a sliding connecting rod 31 is in sliding fit with the damping slide hole 22. A shock absorbing structure 37 is provided between the slide link 31 and the shock absorbing slide hole 22. Preferably, the shock absorbing structure 37 is a shock absorbing rubber pad.

The castor structure 3 further comprises a full degree of freedom force transfer member 33 and a tyre 38. The tyre 38 is rotatably connected to the full-degree-of-freedom force transfer member 33, the full-degree-of-freedom force transfer member 33 being connected to the slide link 31 by a universal swivel arrangement.

The universal rotation structure comprises a hemispherical connecting rod 34, a clamping cover plate 32 and a hemispherical groove 331. Hemispherical recess 331 is provided in full-freedom force transfer member 33 and hemispherical link 34 includes a connecting link 341 and hemispherical body 342. Hemisphere 342 is in spherical sliding engagement with hemispherical recess 331. The link 341 is connected to the slide link 31 by a locking screw 35. The clamping cover plate 32 is sleeved outside the connecting rod 341, and the bottom of the clamping cover plate is pressed on the top surfaces of the hemispherical groove 331 and the hemispherical body 342.

Preferably, the clamping cover plate 32 comprises a sleeve 321 and an annular cover plate main body 322 which are connected up and down, the sleeve 321 is sleeved outside the connecting rod 341, and the lower end of the sliding connecting rod 31 is propped against the upper end of the sleeve 321. Annular cover body 322 presses against the top surfaces of both hemispherical recess 331 and hemispherical body 342. Two compression rods 36 are connected to the full-freedom force transfer member 33 and are respectively located at two sides of the sleeve 321, and the two compression rods 36 are pressed on the top surface of the annular cover plate main body 322.

When the electric culvert is pushed by manpower to lift the corotation wing aircraft, the axle center of the tire 38 and the axle center of the telescopic rod 2 deviate from each other in order to prevent the tire 38 from being blocked. Due to the eccentric effect, the direction of the tire 38 which horizontally rotates in full freedom is immediately consistent with the pushing direction of the machine body under the drive of the telescopic rod piece 2.

The telescopic rod 2 is provided with external threads 21, the rotary member 12 is provided with internal threads, and the external threads 21 are matched with the internal threads of the rotary member 12. The anti-rotation and axially sliding limiting structure comprises limiting planes 211 arranged on external threads 21 on two sides of the telescopic rod piece 2, and further comprises a square sliding hole 112 arranged on the telescopic mechanism shell 11, wherein the two limiting planes 211 are in up-and-down sliding fit with two side walls of the square sliding hole 112 which are oppositely arranged. The stop plane 211 may be formed by cutting on a complete external thread.

The outside of the rotary member 12 is provided with an externally toothed ring 121 arranged in a ring shape. The first driving device 13 is connected to a first gear 132 through a power shaft 131, and the first gear 132 is meshed with the outer gear ring 121 of the rotary member 12. The power shaft 131 passes through a power shaft slide hole 111 provided on the telescopic mechanism housing 11. The first driving device 13 is a motor and is mounted on the machine body. The engagement between the first gear 132 and the outer ring gear 121 of the rotary member 12 can achieve 4 times of speed reduction, and the rotary member 12 can achieve 10 times of speed reduction by driving the telescopic rod member 2 through screw engagement.

The telescopic rod 2 is of a hollow structure, weight can be reduced, light weight is achieved, a limit rod cap 23 is arranged at the top of the telescopic rod 2, and the limit rod cap 23 is matched with the top of the telescopic mechanism shell 11 or the rotating piece 12.

For a small aircraft which is stopped on a horizontal terrace surface and is provided with 4 machine legs and has total weight less than one ton, 40kg of horizontal thrust for moving the small aircraft is enough, so that the mechanism can realize the manual full-freedom-degree moving function.

The automatic telescopic action is carried out after the aircraft is lifted off, so that the motor can realize telescopic action only by overcoming the dead weight of the legs. The dead weight of a single leg of the electric culvert vertical lift co-rotating wing aircraft is about 1kg, so that the required motor is very small. For example, a DC motor with a torque of 0.1N.m and a rotational speed of 30 rpm is used, and the time required for the maximum stroke (200 mm) is about 6 seconds.

The entire mechanism does not telescope due to aircraft movement because of the progressive amplification of the force transfer, the full freedom force transfer member 33 and tire 38 are free to rotate, and the rotation between guide pin 30 and rotating member 12 is required to reverse the force transfer.

The whole machine leg adopts high-strength aviation aluminum material, and the weight of a single set of machine leg is about 0.9kg after weight reduction treatment is carried out.

In addition, the aircraft has the effective load of 200-250kg (two seats), the total weight of full load of 800-850kg, the cruising speed of 100-300km/h, pure electric drive, zero carbon emission, the lift-drag ratio of the aircraft of more than 10 and the effective range of the aircraft of about 300km.

The electric culvert vertical lift co-rotating wing aircraft can be an unmanned aerial vehicle or an unmanned aerial vehicle, and can take off and land like a helicopter, climb and cruise like a fixed wing aircraft with low energy consumption and glide like a power glider with ultra-low energy consumption.

The main wing is functionally unified and only used for providing lift. The stress working conditions of the main wing and the aileron are simple, so that the main wing and the aileron can adopt an ultralight structure of a light framework and a film, and the folding and rotating functions of the main wing can be well realized.

The engine is arranged on the co-rotating beam, and the aileron is fixed on the co-rotating beam, so that the stress working condition of the co-rotating beam is simple, and the co-rotating beam can easily realize the rotation function.

The 4 special secondary turboculvert electric drive engines are respectively arranged on the 4 corners, so that the flight efficiency is effectively improved, the noise is reduced, the safety is improved, and the stability in vertical take-off and landing is improved.

The main wing is large in wingspan, and when the main wing is turned to 0 degrees, all wings and the belly form a unified lifting surface, so that the lift-drag ratio of the aircraft can be effectively improved, the low-altitude economic performance is realized, and the safety is improved.

The adoption of the active tail rotor system enables the aircraft to be easy to operate in the vertical take-off and landing state and the fixed wing flight state.

The co-rotating mechanism realizes unified control and synchronous co-rotation of the aileron and the main wing, and the vertical take-off and landing and the fixed wing flying are the same set of power, so that the engine and the wing are always in the optimal cooperative state, and the control is simple.

The electric adjusting mechanism for the flying attack angle of the engine can realize the free adjustment of the included angle between the engine and the unified lifting surface represented by the main wing within 0 to 7 degrees, greatly expands the optimal cruising speed range, and further effectively reduces the comprehensive energy consumption of flying.

And a high-energy battery pack is adopted to provide energy.

The design of the semi-circle at the upper part of the fuselage and the design of the ship body at the lower part of the fuselage lead the ship body to have small flying resistance coefficient and the capability of taking off and landing on calm water surface.

The flying process of the electric culvert vertical lift co-rotating wing aircraft is as follows:

flight planning and weather, moving to a take-off site, checking whether the overall take-off conditions of a power supply, a wing and the like are met one by one, carrying out personnel and goods, starting the main power, testing the rotation condition of a main power operation and a co-rotating mechanism, starting the tail rotor power, testing the tail rotor power and direction control condition, checking the folding and the working condition of an electric film wing, increasing the accelerator take-off, closing the main power and the tail rotor power after landing, folding the main film wing, shifting (if needed), stopping integrally, checking and warehousing (if needed).

Details of the key protection content are described below:

the main film wing is composed of a main spar and a light framework covered high tensile film material, and mainly provides lifting force required by air flight.

The main spar and the light framework are made of light metal materials with good performances (bending resistance, shearing resistance, torsion resistance and the like), and high-strength aluminum alloy aviation materials are generally adopted.

The membrane material is preferably a carbon fiber membrane, and the carbon fiber has excellent tensile property, and the tensile strength of the carbon fiber membrane is about 5000MPa on average and is 10 times that of steel (about 400MPa on average). The tensile strength of the carbon fiber membrane is more than Zhuo Zhuoyou, and the carbon fiber is very light, so that the carbon fiber membrane is regarded as the first choice; ultrathin high-strength aluminum alloy plates and other light high-tensile films can be selected as a secondary choice when special needs are considered.

The front corotation beam and 2 engines thereof are arranged on the middle lower layer, and the rear corotation beam and 2 engines thereof are arranged on the top vertical tail wing. This arrangement completely eliminates the interaction between the power and the main wing, while the rear engine reduces the upper air pressure of the main wing and the front engine increases the lower air pressure of the main wing, which undoubtedly would have a beneficial effect on the lift of the aircraft, thus making an additional contribution to the increase of lift-drag ratio.

The four engines are arranged at 4 corners to provide lift force and forward traction force required by vertical take-off and landing for the aircraft, and safe flight can be ensured under the condition that the individual engines stop suddenly; reduces the noise of the aircraft and is more environment-friendly.

The semicircular design of the upper part of the main body is beneficial to reducing wind resistance, the plane design of the lower part of the ship is beneficial to coordinating the main wing to provide lift force, and meanwhile, the main wing has a small flight resistance coefficient and the capability of taking off and landing on a calm water surface; the fuselage structure and the outer skin adopt high-strength aluminum alloy aviation materials, and the inner skin adopts carbon fiber cloth. Wherein the inner and outer skins of the floor are made of strong aluminum alloy sheets, and the gaps between the inner and outer skins are filled with hard foam plastics.

Avionics system: the device is equipped according to actual requirements and comprises a strong current system (propeller, motor and air conditioner power supply and distribution), a weak current system (battery electric quantity induction, caster telescopic induction and control and film wing angle induction and control), a communication and information display system (central control computer, world communication, display screen, navigation line, altitude, speed, voyage, temperature, electric quantity, aircraft attitude angle, load, time and the like).

The main calculation formula is as follows:

flight resistance fw=a×cw×v ² /16(Kg)

Wherein A-wind resistance area (m ² )

Cw-wind resistance coefficient (0.3-0.6)

V-speed (m/s)

Lift: y=p×c×s×v ² /2(N)

Wherein: p-atmospheric density (1.2 according to regional atmospheric density curve, 500m below, above gradually decreasing)

C-lift coefficient of about 1

S-wing area (m) ² )

V-speed (m/s)

In the simulation experiment of the project of 'vertical take-off and landing film wing aircraft' of the university of south science and technology, the simulation is carried out according to the standard (corresponding to the last column) of electric culvert vertical lift co-rotating wing aircraft, and the following selections are recorded:

compared with the most similar air passenger A3 Vahana2, the vertical take-off and landing film wing aircraft has greatly improved endurance and voyage parameters, and shows great advantages;

by comparing the overall performance parameters, selecting the amount of about 200Kg of effective load and about 600Kg of empty weight, the two manned products are compared as follows:

the foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.

Claims

1. The electric culvert vertical lift co-rotating wing aircraft is characterized by comprising a fuselage (6), wherein a main wing (64) is arranged in the middle of the fuselage (6), and the front side and the rear side of the fuselage (6) which are positioned on the main wing (64) are respectively connected with an engine (5) through an engine flight attack angle electric regulating mechanism (7); an aileron (63) is arranged on the electric adjusting mechanism (7) of the flying attack angle of the engine; the front and rear arranged engines (5) are staggered up and down, and the front aileron (63), the main wing (64) and the rear aileron (63) are arranged in sequence from bottom to top.

2. An electric culvert lifting co-rotating wing aircraft according to claim 1, characterized in that the engine flight attack angle electric regulating mechanism (7) comprises a movable sleeve (41), a co-rotating beam (42) and a fixed sleeve (43) which are connected, wherein the movable sleeve (41) and the fixed sleeve (43) are coaxially arranged and are mutually rotatably sleeved; a first slideway (411) which forms a certain included angle with the axial direction of the movable sleeve (41) is arranged on the side wall of the fixed sleeve (43), and a second slideway (431) which is parallel with the axial direction of the fixed sleeve is arranged on the side wall of the fixed sleeve; a sliding rod (446) is arranged between the first slide way (411) and the second slide way (431) in a penetrating way, and the sliding rod (446) is linked with an electric telescopic mechanism; the aileron (63) is connected to the corotation beam (42), and the movable sleeve (41) is connected with the engine (5).

3. An electric culvert lifting co-rotating wing aircraft according to claim 2, characterized in that the electric telescopic mechanism comprises an external screw telescopic rod (444) and an internal screw drum (445) which are mutually screw-fitted, further comprising an electric telescopic mechanism housing (442) and a second motor (441); the slide bar (446) is connected to the outer screw telescopic rod (444); the inner screw rotary drum (445) is rotationally connected with the electric telescopic mechanism shell (442), and the output end of the second motor (441) is linked with the inner screw rotary drum (445) through a transmission mechanism.

4. The electric culvert vertical lift co-rotating wing aircraft according to claim 1, further comprising an electric telescopic full-freedom degree runner leg (8), wherein the electric telescopic full-freedom degree runner leg (8) comprises a telescopic mechanism shell (11) connected with a fuselage (6), a rotating piece (12) is rotationally connected to the telescopic mechanism shell (11), the rotating piece (12) is linked with a first driving device (13), the middle part of the rotating piece (12) is matched with a telescopic rod piece (2) through threads, and the telescopic rod piece (2) is matched with the telescopic mechanism shell (11) through an anti-rotation and axially sliding limiting structure; the universal wheel structure (3) is arranged below the telescopic rod piece (2).

5. An electric culvert lifting co-rotating wing aircraft according to claim 4, characterized in that the universal wheel structure (3) comprises a sliding link (31) and a guide pin (30); the sliding connecting rod (31) is provided with a sliding groove (311), the guide pin (30) is in sliding fit with the sliding groove (311), and the guide pin (30) is connected to the bottom of the telescopic rod piece (2); the bottom of the telescopic rod piece (2) is provided with a damping slide hole (22), and the sliding connecting rod (31) is in sliding fit with the damping slide hole (22); a damping structure (37) is arranged between the sliding connecting rod (31) and the damping sliding hole (22); the universal wheel structure (3) also comprises a full-freedom force transmission component (33) and a tire (38); the tire (38) is rotatably connected to the full-freedom force transfer member (33), and the full-freedom force transfer member (33) is connected with the sliding connecting rod (31) through a universal rotating structure.

6. An electric culvert lifting co-rotating wing aircraft in accordance with claim 2, characterized in that the main wing (64) comprises a main wing non-foldable section (641) and a main wing foldable section (642); the main wing (64) is arranged on a co-rotating main wing beam (73), and an electric wing folding mechanism (74) is arranged in the middle of the co-rotating main wing beam (73).

7. An electric culvert lifting co-rotating wing aircraft according to claim 6, characterized in that said co-rotating beam (42) is in rotary connection with a first spar rotary support (71) provided on the fuselage (6); the co-rotating main wing beam (73) is rotationally connected with a second wing beam rotating support (72) arranged on the machine body (6); the co-rotating beam (42) is connected with a first rotating disc (65), the co-rotating main wing beam (73) is connected with a second rotating disc (67), and the first rotating disc (65) and the second rotating disc (67) are linked through a co-rotating mechanism (66).

8. An electric culvert lifting co-rotating wing aircraft according to claim 1, characterized in that the tail of the fuselage (6) is provided with a tail rotor (62) and an aircraft vertical tail (61).