CN213354833U - Tilt vertical take-off and landing fixed wing aircraft - Google Patents
Tilt vertical take-off and landing fixed wing aircraft Download PDFInfo
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- CN213354833U CN213354833U CN202022157644.5U CN202022157644U CN213354833U CN 213354833 U CN213354833 U CN 213354833U CN 202022157644 U CN202022157644 U CN 202022157644U CN 213354833 U CN213354833 U CN 213354833U
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Abstract
The utility model belongs to the technical field of unmanned aerial vehicles, and particularly discloses a tilting vertical take-off and landing fixed wing aircraft, which comprises a fuselage, and a left wing and a right wing which are connected with the fuselage; the front edge of the left wing is provided with a left front propeller, the rear edge of the left wing is provided with a left rear propeller, and the rotation directions of the left front propeller and the left rear propeller are opposite; a right front propeller is arranged at the front edge of the right wing, a right rear propeller is arranged at the rear edge of the right wing, and the rotation directions of the right front propeller and the right rear propeller are opposite; the left front propeller is connected with a left power shaft, the left rear propeller is connected with a left power shaft, the left power shaft and the left power shaft are coaxial and share the same power source; the right front propeller is connected with a right power shaft, the right rear propeller is connected with a right two power shafts, and the right two power shafts share the same axis and share the same power source. All propellers are operated in the fixed-wing cruise stage, so that the resistance in the vertical take-off and landing fixed-wing cruise stage is reduced, and the unmanned plane with the layout can effectively reduce the resistance.
Description
Technical Field
The utility model belongs to the technical field of unmanned aerial vehicle, a vert VTOL fixed wing aircraft is related to.
Background
Vertical take-off and landing fixed wing drones are typically either compound wing or tilt rotor configurations. Both of these arrangements have inoperative propellers during the cruise phase of the fixed wing, which are not contributing to the operation of the aircraft during cruising and are therefore known as "dead weight", which increase the drag of the whole aircraft during cruising.
SUMMERY OF THE UTILITY MODEL
In order to overcome the defect that above-mentioned prior art exists, the utility model aims to provide a vert VTOL fixed wing aircraft has solved the problem that the dead weight of fixed wing cruise condition arouses the increase resistance.
The utility model discloses a realize through following technical scheme:
a tilting vertical take-off and landing fixed wing aircraft comprises an aircraft body, and an empennage, a left wing and a right wing which are connected with the aircraft body; the front edge of the left wing is provided with a left front propeller, the rear edge of the left wing is provided with a left rear propeller, and the rotation directions of the left front propeller and the left rear propeller are opposite; a right front propeller is arranged at the front edge of the right wing, a right rear propeller is arranged at the rear edge of the right wing, and the rotation directions of the right front propeller and the right rear propeller are opposite;
the left front propeller is connected with a left power shaft, the left rear propeller is connected with a left power shaft, the left power shaft and the left power shaft are coaxial and share the same power source; the right front propeller is connected with a right power shaft, the right rear propeller is connected with a right two power shafts, and the right two power shafts share the same axis and share the same power source.
Furthermore, the left power shaft and the right power shaft are both connected with a first bevel gear, and the left power shaft and the right power shaft are both connected with a second bevel gear; power sources are arranged in the left wing and the right wing, and an output shaft of each power source is connected with a third bevel gear; the third bevel gear is meshed with the first bevel gear and the second bevel gear.
Furthermore, a left rotating shaft is arranged on one side of the left wing connected with the fuselage, and a right rotating shaft is arranged on one side of the right wing connected with the fuselage.
Furthermore, a left steering engine and a right steering engine are installed in the fuselage, and an output shaft of the left steering engine is connected with the left rotating shaft and used for controlling the rotation of the left wing relative to the fuselage; and the output shaft of the right steering engine is connected with the right rotating shaft and used for controlling the rotation of the right wing relative to the body.
Further, the power source adopts a motor or an engine.
Further, a horizontal tail is arranged at the tail part of the machine body.
Furthermore, a vertical tail is arranged at the tail part of the machine body.
Compared with the prior art, the utility model discloses following profitable technological effect has:
the utility model discloses a tilting vertical take-off and landing fixed wing aircraft, which comprises an aircraft body, a left wing and a right wing, wherein the left wing and the right wing are connected with the aircraft body; the front propeller and the rear propeller are respectively arranged on the left wing and the right wing, and are driven by the same power source, so that the four propellers work simultaneously under any state, and all the propellers work in the cruise stage of the fixed wing, thereby reducing the resistance in the cruise stage of the vertical take-off and landing fixed wing. The propeller will have frictional drag when there is airflow through it, whether it is not working, but the differential pressure drag of the working propeller is much less than that of the non-working propeller, so that in general, the unmanned aerial vehicle with the layout of the invention can effectively reduce the drag of the aircraft.
Furthermore, the power source output shaft is connected with a third bevel gear to drive the third bevel gear to rotate so as to drive the first bevel gear and the second bevel gear to rotate, the first bevel gear and the second bevel gear are opposite in rotation direction, and the first bevel gear and the second bevel gear respectively drive the front propeller and the rear propeller to realize coaxial reverse rotation. One power source can drive the front propeller and the rear propeller to rotate simultaneously and turn in opposite directions, the coaxial reverse rotation of the front propeller and the rear propeller eliminates moment coupling during yaw control, and the control is simpler.
Furthermore, a left rotating shaft is arranged on one side of the left wing connected with the fuselage, a right rotating shaft is arranged on one side of the right wing connected with the fuselage, the left wing rotates relative to the fuselage through the left rotating shaft, the right wing rotates relative to the fuselage through the right rotating shaft, when the wings on the two sides tilt forwards in the same direction, a forward component force is generated, and a head-lowering moment generated by the component force causes the head of the fuselage to be lowered; when the wings on the two sides tilt backwards in the same direction, backward component force is generated, and the head raising moment generated by the component force causes the head of the airplane body to raise, so that pitching control is realized.
Drawings
Fig. 1 is a schematic structural view of a tilting vertical take-off and landing fixed-wing aircraft in a cruising state;
FIG. 2 is a schematic view of a connection structure of a power shaft and a power source;
fig. 3 is a schematic view of the tilting vertical take-off and landing fixed-wing aircraft according to the present invention in a vertical take-off and landing state;
fig. 4 is a schematic view of the wings of the tilting vertical take-off and landing fixed-wing aircraft in the same-direction tilting state;
fig. 5 is the schematic diagram of the present invention in the differential tilting state of the wings of the tilting vtol fixed-wing aircraft.
The airplane wing aircraft comprises a main body 1, a left wing 2, a right wing 3, a left turning shaft 4, a right turning shaft 5, a left front propeller 6, a left rear propeller 7, a right front propeller 8, a right rear propeller 9, a horizontal tail 10, a vertical tail 11, a first bevel gear 12, a second bevel gear 13, a third bevel gear 14 and a power source 15.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings:
as shown in figures 1 and 3, the utility model discloses a vert VTOL fixed wing aircraft, including fuselage 1 and the fin of being connected with fuselage 1, left wing 2, right wing 3. A left rotating shaft 4 is arranged on one side of the left wing 2 connected with the fuselage 1, a right rotating shaft 5 is arranged on one side of the right wing 3 connected with the fuselage 1, and a left steering engine and a right steering engine are arranged in the fuselage 1; the left rudder machine output shaft is connected with the left rotating shaft 4 and used for controlling the rotation of the left wing 2 relative to the fuselage 1; the output shaft of the right steering engine is connected with a right rotating shaft 5 and is used for controlling the rotation of the right wing 3 relative to the airframe 1; the front edge of the left wing 2 is provided with a left front propeller 6, and the rear edge is provided with a left rear propeller 7; the front edge of the rear wing is provided with a right front propeller 8, and the rear edge is provided with a right rear propeller 9.
The left rotating shaft 4 and the right rotating shaft 5 are coaxial, the moving shaft is connected with a steering engine rocker arm, the left wing 3 and the right wing 3 are driven by the two steering engines to rotate respectively, and the rotating speed and the angle of the left steering engine and the right steering engine can be controlled independently.
The left front propeller 6 is connected with a left first power shaft, the left rear propeller 7 is connected with a left second power shaft, and the left first power shaft and the left second power shaft are coaxial; the right front propeller 8 is connected with a right power shaft, the right rear propeller 9 is connected with a right power shaft, and the right power shaft are coaxial.
As shown in fig. 2, the first left power shaft and the first right power shaft are connected with a first bevel gear 12, and the second left power shaft and the second right power shaft are connected with a second bevel gear 13; a motor or an engine is arranged in the left wing 2 and the right wing 3, and an output shaft of the motor or the engine is connected with a third bevel gear 14; the third bevel gear 14 meshes with the first bevel gear 12 and the second bevel gear 13. The two rotating shafts are driven to rotate by the same power source 15, and the two rotating shafts are reversely rotated at the same time.
In the second implementation mode of coaxial reverse rotation, the front propeller and the rear propeller can be driven to rotate by different motors respectively, and only the output shafts of the motors are collinear.
Taking off and landing:
all the propellers work simultaneously, the wings tilt to be approximately vertical to the horizontal plane of the airplane body 1, and the propellers work to generate vertical upward pulling force, so that the airplane takes off or lands.
Pitch control: pitching control for realizing take-off and landing stages through synchronous tilting of wings on two sides
When the wings on two sides tilt forwards in the same direction, a forward component force is generated, and the head lowering moment generated by the component force causes the head of the fuselage 1 to be lowered; when the wings on the two sides tilt backwards in the same direction, a backward component force is generated, and the head-lifting moment generated by the component force causes the head of the fuselage 1 to lift.
Roll control: roll control in take-off and landing stages through difference of rotating speeds of propellers on two sides
The difference of the rotating speeds of the propellers on the left side and the right side of the wing brings about the difference of the tension on the two sides, so as to generate the roll moment and control the change of the roll attitude of the body. The difference in rotational speed here refers to the difference in rotational speed between the left and right propeller groups. The left propeller group and the right propeller group both generate vertical upward tension components, and when the rotating speeds are inconsistent, the magnitudes of the vertical tension components are different, so that a rolling moment around the longitudinal symmetric axis of the aircraft exists, and the rolling control of the aircraft is realized.
Yaw control: course control in take-off and landing stages through differential tilting of wings on two sides
As shown in FIG. 5, the wings on both sides are differentially tilted to generate a yawing moment to control the heading of the airframe. At this time, because the component forces of the left side and the right side in the vertical direction may be different, all the two sides need to be adjusted in rotation speed difference to maintain the rolling stability. Meanwhile, the front and the rear paddles coaxially rotate reversely, and the reaction torque is self-offset, so that control coupling cannot be brought.
And (3) cruising:
the wings on the two sides are in normal positions, all the propellers work simultaneously, and the aircraft is in a conventional fixed wing state of pulling forward and pushing backward.
The left wing 2 and the right wing 3 rotate around the rotating shaft, the propeller power shaft rotates to the vertical direction during vertical take-off and landing, the propeller power shaft is consistent with the flight direction of the airplane during cruising, and the rotation of the left wing and the right wing can be independently controlled.
Claims (7)
1. A tilting vertical take-off and landing fixed wing aircraft is characterized by comprising an aircraft body (1), a left wing (2) and a right wing (3) which are connected with the aircraft body (1); a left front propeller (6) is arranged at the front edge of the left wing (2), a left rear propeller (7) is arranged at the rear edge of the left wing, and the rotation directions of the left front propeller (6) and the left rear propeller (7) are opposite; a right front propeller (8) is arranged at the front edge of the right wing (3), a right rear propeller (9) is arranged at the rear edge of the right wing (3), and the rotation directions of the right front propeller (8) and the right rear propeller (9) are opposite;
the left front propeller (6) is connected with a left power shaft, the left rear propeller (7) is connected with a left power shaft, the left power shaft and the left power shaft share the same axis and share the same power source (15); the right front propeller (8) is connected with a right power shaft, the right rear propeller (9) is connected with a right power shaft, and the right power shaft share the same axis and share the same power source (15).
2. The tilting vertical take-off and landing fixed wing aircraft according to claim 1, wherein the first bevel gear (12) is connected to each of the first power shaft and the right power shaft, and the second bevel gear (13) is connected to each of the second power shaft and the right power shaft; a power source (15) is arranged in each of the left wing (2) and the right wing (3), and an output shaft of the power source (15) is connected with a third bevel gear (14); the third bevel gear (14) is meshed with the first bevel gear (12) and the second bevel gear (13).
3. A tilting vtol fixed wing aircraft according to claim 1, characterized in that there is a left rotating shaft (4) on the side where the left wing (2) is connected to the fuselage (1) and a right rotating shaft (5) on the side where the right wing (3) is connected to the fuselage (1).
4. The aircraft with the fixed wings capable of tilting and vertical taking off and landing as claimed in claim 3 is characterized in that a left steering engine and a right steering engine are installed in the aircraft body (1), and an output shaft of the left steering engine is connected with the left rotating shaft (4) and used for controlling the rotation of the left wing (2) relative to the aircraft body (1); the output shaft of the right steering engine is connected with the right rotating shaft (5) and used for controlling the rotation of the right wing (3) relative to the body (1).
5. The tiltrotor fixed-wing aircraft according to claim 1, wherein the power source (15) is an electric motor or an engine.
6. A tilting vtol fixed wing aircraft according to claim 1, characterized in that the tail section of the fuselage (1) is provided with a horizontal tail (10).
7. A tilting vtol fixed wing aircraft according to claim 1, characterized in that there is a vertical tail (11) at the tail of the fuselage (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022157644.5U CN213354833U (en) | 2020-09-27 | 2020-09-27 | Tilt vertical take-off and landing fixed wing aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022157644.5U CN213354833U (en) | 2020-09-27 | 2020-09-27 | Tilt vertical take-off and landing fixed wing aircraft |
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| Publication Number | Publication Date |
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| CN213354833U true CN213354833U (en) | 2021-06-04 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202022157644.5U Active CN213354833U (en) | 2020-09-27 | 2020-09-27 | Tilt vertical take-off and landing fixed wing aircraft |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114802710A (en) * | 2022-04-21 | 2022-07-29 | 中国航空工业集团公司沈阳飞机设计研究所 | V-shaped tail structure of airplane |
-
2020
- 2020-09-27 CN CN202022157644.5U patent/CN213354833U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114802710A (en) * | 2022-04-21 | 2022-07-29 | 中国航空工业集团公司沈阳飞机设计研究所 | V-shaped tail structure of airplane |
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