CN218317306U - Vertical take-off and landing aircraft layout structure - Google Patents
Vertical take-off and landing aircraft layout structure Download PDFInfo
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- CN218317306U CN218317306U CN202222229149.XU CN202222229149U CN218317306U CN 218317306 U CN218317306 U CN 218317306U CN 202222229149 U CN202222229149 U CN 202222229149U CN 218317306 U CN218317306 U CN 218317306U
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Abstract
The utility model relates to an aircraft technical field specifically discloses a VTOL aircraft layout structure, keep away from fuselage one end including the fuselage, install the box-type wing on the fuselage and install at fuselage afterbody's horizontal tail subassembly and with the horizontal tail and rotate the duct fan of being connected and around horizontal tail axial tilt and rotate. The utility model discloses aim at optimizing the power overall arrangement of aircraft, make the aircraft can be more steady at flight in-process, it is littleer at the resistance of flat flight in-process, improve the flight performance of aircraft, increase the convenience of using.
Description
Technical Field
The utility model relates to an aircraft technical field, more specifically say, relate to a VTOL aircraft layout structure.
Background
The existing aircraft needs to realize vertical lifting, and is generally realized by a plurality of rotors providing vertical lifting force, so that the aircraft can vertically ascend or descend in the rotating process of the rotors. If the aircraft needs to advance to fly, the aircraft inclines through the attitude, so that the lift force component provides advancing power, similar to the principle of a helicopter; or a special forward power device is also required to realize horizontal flight. The first flat flight propulsion mode only provides lift force and thrust force by the vertical rotor wing, and the efficiency is low; the second flat flying mode needs to set up lifting and propelling rotor power device on the aircraft respectively, will increase aircraft self weight certainly, because the influence of a great deal of exterior structure, has still improved the aircraft at the in-process resistance of flying, increases the energy consumption of aircraft at the in-process of flying. The rotor wing generally divide into the great size paddle and the duct fan of less size of similar helicopter paddle, and utilize duct fan class's the ware of taking off perpendicularly, level flight process adopts to vert the duct to the horizontal direction to reduce the resistance that cruises more, but what vert duct class aircraft of verting can't solve better still and the control problem of crusing, perhaps for solving control and balancing problem, causes the shortcoming such as structure weight is too big, fuselage size is longer.
Therefore, the overall design of the existing vertical take-off and landing aircraft is not perfect, in the specific application process, the layout form of the aircraft per se can cause great forward resistance, the propulsion efficiency is extremely low, and in order to improve the flight efficiency and the flight performance of the aircraft, the overall layout of the aircraft needs to be optimized and improved, so a more reasonable technical scheme needs to be provided, and the defects in the prior art are overcome.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the technical problem of providing a layout structure of a vertical take-off and landing aircraft; the power layout of the aircraft is optimized, so that the aircraft can be more stable in the flight process, the resistance in the flat flight process is smaller, the flight performance of the aircraft is improved, and the use convenience is improved.
The utility model provides a solution that technical problem adopted is:
a layout structure of a vertical take-off and landing aircraft comprises a fuselage, box-type wings installed on the fuselage, a horizontal tail assembly installed at the tail of the fuselage, and a ducted fan which is rotatably connected with one end, far away from the fuselage, of the horizontal tail and rotates around the axial direction of the horizontal tail in an inclined mode.
In some possible embodiments, in order to increase the bending rigidity of the box type wing, the local bending moment load is reduced, which is beneficial to reducing the structural weight; the torsional rigidity of the box type wing is increased, and the defect that a forward swept wing is easy to aeroelastically destabilize is overcome;
the box type wing comprises a pair of wings which are symmetrically arranged along the axial direction of the fuselage;
the wing comprises a front wing, a rear wing and a propeller, wherein one end of the front wing is connected with the fuselage, the other end of the front wing is connected with the other end of the rear wing, and the propeller is arranged above the connection position of the front wing and the rear wing.
In some of the possible embodiments of the present invention,
the front wing is provided with a full-motion control surface;
the full-motion control surface comprises a multifunctional rudder positioned right below the propeller and an elevator arranged between the multifunctional rudder and the machine body.
In some of the possible embodiments, the first and second,
the front edge of the multifunctional rudder is provided with a rotating shaft which is rotatably connected with the front wing, and the rotating shaft is arranged along the length direction of the box-type wing.
In some of the possible embodiments, the first and second,
the front wing and the rear wing are connected with each other through a forward swept end plate to form a box-shaped structure;
the propeller is arranged above the forward swept end plate.
In some of the possible embodiments of the present invention,
the two groups of rear wings are arranged on two sides of the fuselage in a forward swept wing mode; the rear wing is a lower single wing; a flap is arranged on the trailing edge of the rear wing.
In some of the possible embodiments, the first and second,
the area of the rear wing is larger than that of the front wing.
In some of the possible embodiments, the first and second,
the blades of the propeller are divided into two groups.
In some of the possible embodiments, the first and second,
the horizontal tail assembly comprises two groups of full-motion horizontal tails which are symmetrically arranged along the axial direction of the machine body; the ducted fans are arranged in two groups and are in one-to-one correspondence with the full-motion horizontal tails.
Compared with the prior art, the beneficial effects of the utility model are that:
the utility model realizes the differential deflection of the left and right sides of the fuselage by arranging the multifunctional rudder, provides enhanced lateral heading control capability, can effectively realize the control of yaw in the taking-off and landing stage, and can effectively realize the control of roll in the level flight stage; the multifunctional rudder in the utility model is positioned in the slipstream influence area of the propeller in the taking-off and landing stage, the rudder surface efficiency is higher, and the adverse effect on the lift force of the propeller can be avoided by turning the multifunctional rudder to the streamwise direction;
the utility model forms a closed force transmission structure by connecting the box type wing and the rear wing, increases the bending rigidity, reduces the local bending moment load, and is beneficial to reducing the structure weight; the torsional rigidity is increased, and the weak point that a forward swept wing is easy to have aeroelasticity instability is eliminated;
the utility model has the advantages of high hovering efficiency, high force efficiency and small size in the vertical stage by controlling the tilting of the ducted fan, thereby being convenient for the arrangement of the aircraft; when the ducted fan flies flatly, the ducted fan tilts to the vertical direction, the cruising resistance is low, the thrust-weight ratio is high when the ducted fan flies flatly, and the flying speed is high;
the utility model discloses simple structure, practicality are strong.
Drawings
Fig. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic structural view of the lifting state of the present invention;
fig. 3 is a schematic view of the rotation states of the multifunctional rudder in the takeoff and landing stage, the transition stage and the level flight stage of the present invention;
wherein: 1. a body; 2. an elevator; 3. a multifunctional rudder; 4. a forward swept end plate; 5. a rear wing; 6. a ducted fan; 7. flattening the tail; 8. a flap; 9. a propeller.
Detailed Description
In the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrated; either directly or indirectly through intervening media, either internally or in any other relationship. Reference herein to "first," "second," and similar words, does not denote any order, quantity, or importance, but rather are used to distinguish one element from another. Also, the use of the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. In the implementation of the present application, "and/or" describes an association relationship of associated objects, which means that there may be three relationships, for example, a and/or B, which may mean: a exists alone, A and B exist simultaneously, and B exists alone. In the description of the embodiments of the present application, the meaning of "a plurality" means two or more unless otherwise specified. For example, the plurality of positioning posts refers to two or more positioning posts. The specific meaning of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art.
The present invention will be described in detail below.
As shown in fig. 1, 2, and 3:
a layout structure of a vertical take-off and landing aircraft comprises a fuselage 1, box-type wings installed on the fuselage 1, a horizontal tail 7 assembly installed at the tail of the fuselage 1, and a ducted fan 6 which is rotatably connected with one end, far away from the fuselage 1, of the horizontal tail 7 and rotates around the horizontal tail 7 in an axial tilting mode.
When the aircraft flies flatly, the ducted fan 6 at the tail part of the aircraft body 1 provides horizontal thrust, the ducted fan 6 provides a direction control capability through the left-right thrust difference, and the elevator 2 and the full-motion horizontal tail 7 provide a pitching dynamic balancing capability; the ducted fans 6 provide lift during the take-off and landing conditions.
The ducted fan 6 has the advantages of high hovering efficiency, high force efficiency and small size in the vertical stage, and facilitates the arrangement of an aircraft; when the culvert flies flatly, the culvert tilts to the vertical direction, the cruising resistance is low, the thrust-weight ratio of the culvert during flying flatly is high, and the flying speed is high;
in some possible embodiments, in order to increase the bending rigidity of the box type wing, the local bending moment load is reduced, which is beneficial to reducing the structural weight; the torsional rigidity of the box type wing is increased, and the defect that a forward swept wing is easy to aeroelastically destabilize is overcome;
the box type wing comprises a pair of wings which are symmetrically arranged along the axial direction of the fuselage 1;
the wing comprises a front wing 5 and a rear wing 5, one ends of which are respectively connected with the fuselage 1, the other ends of which are mutually connected, and a propeller 9 arranged above the joint of the front wing 5 and the rear wing 5.
In some of the possible embodiments, the first and second,
the front wing is provided with a full-motion control surface;
the full-motion control surface comprises a multifunctional rudder 3 positioned right below a propeller 9 and an elevator 2 arranged between the multifunctional rudder 3 and the machine body 1.
In some of the possible embodiments, the first and second,
the front edge of the multifunctional rudder 3 is provided with a rotating shaft which is rotationally connected with the front wing, and the rotating shaft is arranged along the long direction of the front wing.
In some of the possible embodiments, the first and second,
the front wing and the rear wing 5 are connected with each other through a forward swept end plate 4 and form a box-shaped structure; the forward swept end plate 4 at the joint of the front wing and the rear wing 5 plays a role of a wingtip winglet, so that the pneumatic efficiency of the aircraft in a cruising state can be improved;
the propeller 9 is mounted above the forward swept end plate 4.
In some of the possible embodiments, the first and second,
two groups of rear wings 5 are arranged on two sides of the fuselage 1 in a forward swept wing mode; the rear wing 5 is a lower single wing; a flap 8 is arranged on the trailing edge of the rear wing 5.
In some of the possible embodiments of the present invention,
the area of the rear wing 5 is larger than that of the front wing.
In some possible embodiments, in order to reduce the drag when the propeller 9 is stalled;
the blades of the propeller 9 are arranged in two groups, the two groups of blades are collinear, and when the propeller stops rotating, the two groups of blades are arranged along the downstream direction in the length direction.
Preferably, at stall, both sets of blades will be fixed in downstream position and their axial lines will be in a line parallel to the downstream direction to reduce drag;
the propeller 9 has an accelerating effect on airflow, the kinetic energy of the airflow behind a paddle disk of the propeller 9 is large, and an area below the paddle disk is named as a propeller slip flow acting area;
the multifunctional rudder 3 is positioned in a propeller slipstream action area, and as shown in fig. 3, the rear edge of the multifunctional rudder 3 is controlled to deflect downwards in the taking-off and landing stage;
in the transition stage, the rear edge of the multifunctional rudder 3 gradually deflects to one side close to the elevator 2, so that the rear edge of the multifunctional rudder is basically consistent with the direction of the airflow behind the paddle disk, the horizontal direction control capability is enhanced by controlling the left and right differential deflection of the multifunctional rudders 3 on the two sides of the aircraft body 1, the yaw is mainly controlled in the take-off and landing stage, and the roll is mainly controlled in the level flight stage; the elevator functions in accordance with the existing elevators, which are generally horizontal.
The multifunctional rudder 3 is positioned in a propeller slipstream action area in the taking-off and landing stage, the propeller slipstream action area is high in speed and pressure, and the rudder surface efficiency is high; the multifunctional rudder 3 turns to the streamwise direction, so that the adverse effect on the lifting force of the propeller 9 can be avoided;
in some of the possible embodiments, the first and second,
the horizontal tail 7 assembly comprises two groups of full-motion horizontal tails 7 which are symmetrically arranged along the axial direction of the machine body 1; the ducted fans 6 are arranged in two groups and are in one-to-one correspondence with the full-motion horizontal tails 7.
The ducted fan 6 is positioned at the tail part of the machine body 1, the longitudinal stability during flat flight is increased, the area of the flat tail 7 is effectively reduced, the transverse stability is increased, the vertical tail can be eliminated, and the weight reduction is facilitated;
the ducted fan 6 which can tilt along the axial direction of the horizontal tail 7 has the functions of a vertical lifting force device and a propelling device, reduces the configuration requirement of power and improves the system efficiency.
As shown in fig. 1, in the vertical take-off and landing stage of the present invention, the ducted fans 6 are tilted to the vertical position, and the two ducted fans 6 at the tail of the aircraft body 1 and the two sets of propellers 9 on the front wing jointly generate lift force, so that the aircraft can be suspended and dropped;
in the stage of the vertical flight and the hovering, the rolling attitude of the aircraft can be controlled by controlling the left and right lift difference of the propeller 9 and the ducted fan 6, so that the lateral flight or the lateral wind resistance is realized;
in the stage of conversion between vertical flight and horizontal flight, the ducted fan 6 gradually tilts towards the horizontal position to generate horizontal thrust, so that the aircraft is accelerated horizontally, the airfoil surface of the aircraft generates lift force along with the speed increase, the lift force demand of the required ducted duct and the propeller 9 is reduced, the tilting angle of the rear ducted duct is gradually increased, the lift force of the propeller 9 on the front wing is gradually reduced until the speed of the aircraft reaches the minimum horizontal flight speed, the ducted fan 6 completely tilts towards the horizontal direction (as shown in fig. 1), the propeller 9 on the wing is closed and stops rotating, and the length direction of the blades of the ducted fan is fixed along the downstream direction.
The present invention is not limited to the foregoing embodiments. The invention extends to any novel feature or any novel combination of features disclosed in this specification, and to any novel method or process steps or any novel combination of features disclosed.
Claims (9)
1. The utility model provides a VTOL aircraft layout structure which characterized in that, includes the fuselage, installs the box-type wing on the fuselage, and installs the horizontal tail subassembly at the fuselage afterbody and keep away from fuselage one end with the horizontal tail and rotate the duct fan who is connected and incline about the horizontal tail axial.
2. The vtol aircraft configuration of claim 1, wherein the box-type wing comprises a pair of wings disposed axially symmetrically along the fuselage;
the wing comprises a front wing, a rear wing and a propeller, wherein one end of the front wing is connected with the fuselage, the other end of the front wing is connected with the other end of the rear wing, and the propeller is installed above the joint of the front wing and the rear wing.
3. The VTOL aerial vehicle layout structure of claim 2, wherein the front wing is provided with a full-motion control surface;
the full-motion control surface comprises a multifunctional rudder positioned right below the propeller and an elevator arranged between the multifunctional rudder and the machine body.
4. The VTOL aircraft layout structure according to claim 3, wherein the front edge of the multifunctional rudder is provided with a rotating shaft rotatably connected with the front wing, and the rotating shaft is arranged along the length direction of the box type wing.
5. The vtol aerial vehicle arrangement of claim 2, wherein the front and rear wings are connected to each other by forward-swept end plates and form a box structure;
the propeller is arranged above the forward swept end plate.
6. The VTOL aerial vehicle layout structure of claim 2, wherein two groups of the rear wings are arranged on two sides of a fuselage in a forward swept wing manner; the rear wing is a lower single wing; a flap is arranged on the trailing edge of the rear wing.
7. The vtol aerial vehicle arrangement of claim 6, wherein the area of the rear wing is larger than the area of the front wing.
8. The VTOL aerial vehicle arrangement of any one of claims 2-7, wherein the blades of the propeller are in two groups.
9. The VTOL aircraft layout structure according to any one of claims 1-7, wherein the horizontal tail assembly comprises two sets of full-motion horizontal tails symmetrically arranged along the axial direction of the fuselage; the ducted fans are two groups and are arranged in one-to-one correspondence with the full-motion horizontal tails.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222229149.XU CN218317306U (en) | 2022-08-24 | 2022-08-24 | Vertical take-off and landing aircraft layout structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222229149.XU CN218317306U (en) | 2022-08-24 | 2022-08-24 | Vertical take-off and landing aircraft layout structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218317306U true CN218317306U (en) | 2023-01-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222229149.XU Active CN218317306U (en) | 2022-08-24 | 2022-08-24 | Vertical take-off and landing aircraft layout structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218317306U (en) |
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- 2022-08-24 CN CN202222229149.XU patent/CN218317306U/en active Active
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