CN220448123U - Fixed wing aircraft capable of changing sweepback wing to vertically take off and land - Google Patents

Abstract

The utility model provides a variable sweepback wing vertical take-off and landing fixed wing aircraft, which mainly comprises a fuselage, main wings, tail wings, an engine, a propeller, a manned cabin or a camera and a control system, wherein 2 main wings are symmetrically arranged on two sides of the middle part of the fuselage, and the tail wings are arranged on the rear section of the fuselage, and the utility model is characterized in that: the main wing is divided into a fixed main wing and a variable sweep wing, the fixed main wing is hinged with the variable sweep wing to form a complete main wing, the variable sweep wing can rotate around an axis vertical to the large plane of the main wing, the variable sweep wing is hinged with an engine, the engine is provided with a propeller, and the engine can be converted among an upright direction, an inclined direction or a horizontal direction. The variable sweepback wings can be converted between a horizontal extending direction and a direction of a furling body, the engine and the propeller are converted between a horizontal direction and an upright direction along with the rotation of the variable sweepback wings, and the airplane can be converted between a flat flight and a vertical take-off and landing or hovering gesture.

Description

Fixed wing aircraft capable of changing sweepback wing to vertically take off and land

Technical Field

The utility model belongs to the technical field of aviation aircrafts, and relates to a piloted plane, an unmanned plane or an aircraft.

Background

The large-scale transport machine has a leading effect on transporting a large amount of materials, the taking-off and landing of the large-scale transport machine mostly needs a runway at present, and the actual transport places do not have an intact runway for taking-off and landing in many cases, so that the development of the transport machine with the vertical taking-off and landing functions has practical significance. The speed of flight of the conveyor is generally slow, so increasing the speed of the conveyor is particularly important in time-sensitive locations. For naval vessels with limited decks, the shipboard aircraft is required to have a vertical take-off and landing function and the landing floor area is required to be smaller. Unmanned aerial vehicle is mostly miniaturized, and unmanned aerial vehicle that can transport more weight load means can carry more equipment, and the promotion of loading capacity is favorable to increasing aircraft time of leaving a space and increasing the range. So that the vertical take-off and landing conveyor which can simultaneously meet the above functional requirements brings benefits to many fields in the future.

Disclosure of Invention

The utility model provides a variable sweep wing vertical take-off and landing fixed wing aircraft with a novel structure, which enables the aircraft or an unmanned plane to be simultaneously suitable for rapid large-traffic transportation and a narrow take-off and landing place for vertical take-off and landing and provides a practical vertical take-off and landing fixed wing aircraft structure scheme.

Technical proposal

The technical scheme of the utility model is realized as follows:

the utility model provides a become sweep wing fixed wing aircraft that takes off and land perpendicularly, mainly includes fuselage, main wing, fin, engine, screw, manned cabin or camera and control system, and fuselage middle part bilateral symmetry sets up 2 main wings, and the fuselage back end sets up the fin, characterized by: the main wing is basically horizontal and is divided into a fixed main wing and a variable sweep wing, the fixed main wing is hinged with the variable sweep wing to form a complete main wing, the variable sweep wing can horizontally rotate around a disc shaft vertical to the large plane of the main wing, the variable sweep wing is hinged with an engine, the engine is provided with a propeller, and the engine can be converted among an upright direction, an inclined direction or a horizontal direction.

Further, the variable swept wing is a part of the main wing, and the variable swept wing is hinged and connected to the tail end of the fixed main wing by a disc shaft with an upright axis.

Further, the swept wing or the fixed main wing is hinged with at least one engine.

Further, the fixed main wing is hinged with one engine, and the sweepback wing is hinged with at least one engine.

Further, the rear end of the variable sweep wing is hinged with a long aileron, and the long aileron can rotate around a hinge axis, and the rotation angle range is larger than 90 degrees.

Further, the outer side of the disc shaft is provided with a tilting shaft, the tilting shaft is hinged with the variable sweepback wing, the bottom of the variable sweepback wing is fixedly connected or hinged with the engine, and the variable sweepback wing can rotate around the tilting shaft, and the rotation angle range is larger than 90 degrees.

Further, the sweepback wing or the fixed main wing is hinged with the engine through a connecting bracket which is hinged in a unidirectional way or a universal way, and the axial posture of the engine is controlled by a control system.

Further, the engine is an electric motor or a piston engine or a turboshaft engine or a turbojet engine or a turboprop engine or a turbofan engine.

Further, the connecting bracket enables the engine to rotate synchronously with the rotation of the sweepback wing through the following mechanism.

Further, the main wing and the tail wing are provided with a flap and an aileron, and the flap and the aileron can flexibly deflect.

Further, the tail fin comprises a horizontal tail fin or a inclined tail fin or a vertical tail fin, and is arranged above, in the middle of or below the tail of the fuselage. The tail wing can make sweepback wing rotation.

Further, the turning angle range of the sweepback wing is larger than 90 degrees.

Advantageous effects

The beneficial effects of the utility model are as follows:

1. the occupied area is small. After the sweepback wings are folded to the two sides of the machine body, the occupied space can be saved, and the take-off and landing can be realized in a narrow space.

2. The carrying capacity is large. The wing span of the main wing and the swept wing is longer after being unfolded, and the large-load transportation can be met. Providing greater load carrying capacity in cruising conditions when fully extended. Therefore, the utility model is suitable for being used as a large-scale conveyor besides being used as a small-scale unmanned aerial vehicle.

3. And (5) flying in multiple postures. The sweepback wings can take off, land and hover in the air in a narrow space in a furled state, can cruise to transport a large amount of materials when the two sweepback wingspans are opened to be the longest wingspan similar to a straight line, increase the cruising mileage, and can improve the flying speed when the sweepback wings are sweepback to the rear and the windward side is reduced, so that various actual transportation needs can be met.

4. The structural strength is high. The sweepback wings and the fixed main wings are hinged in a large area through the large disc shaft, so that the structure strength is high, and the requirement of large-load-capacity material transportation can be met.

5. The machine body is always in a horizontal state in the posture changing process. In the transition process of the plane from the vertical take-off and landing to the horizontal flight state, only the sweepback wings on two sides horizontally rotate, the engine can be completed in a matched mode through the transition from the vertical direction to the horizontal direction, and the plane body is always in a horizontal posture when the plane body is in the transition from take-off to cruise, so that the steering device is very beneficial to steering of pilots or the directional control of the cameras of unmanned aerial vehicles.

6. The lifting force center position is adjustable. The angle of the sweepback wing is variable, so that the sweepback angle position can always adjust the lift centers of all propellers of the aircraft to a position coincident with the integral gravity center position of the aircraft, the sweepback angle position is the optimal angle for vertical take-off and landing of the aircraft, and the vertical take-off and landing and hovering in the air can be completed according to the sweepback angle, and then the speed is increased and transited to the plane flight. When the aircraft loads and unloads goods, the gravity center is changed, the new sweepback wing angle can be automatically calculated and determined through the control system, the lift centers of all propellers are adjusted to coincide with the integral gravity center position of the aircraft again, vertical take-off and landing and hovering are completed according to the new optimal take-off and landing angle, and the aircraft is transited to a plane flying posture after the aircraft is accelerated in the air. This feature allows the conveyor to be more randomly positioned for loading.

Drawings

The utility model will now be further described with reference to the accompanying drawings and examples:

FIG. 1 is a schematic perspective view of a plane flying attitude of a swept-back aircraft vertical take-off and landing fixed wing aircraft of the present utility model;

FIG. 2 is a schematic perspective view of the attitude of a swept-back wing vertical take-off and landing fixed wing aircraft of the present utility model;

FIG. 3 is a schematic top view of the cruise attitude of the swept-back aircraft vertical take-off and landing fixed wing aircraft of the present utility model;

FIG. 4 is a variable sweep vertical take-off and landing fixed wing large transporter employing a turbofan engine in accordance with the present utility model;

FIG. 5 is a schematic perspective view of a folded aileron of the present utility model as a swept-back aircraft vertical take-off and landing fixed wing aircraft;

FIG. 6 is a schematic perspective view of the plane attitude of the fixed wing aircraft with the inclined converted swept-back wing and the vertical take-off and landing;

FIG. 7 is a schematic perspective view of the stowed wing attitude of the tilt-turn swept-wing vertical take-off and landing fixed wing aircraft of the present utility model;

fig. 8 is a schematic perspective view of a disc shaft according to the present utility model.

In the figure, the aircraft comprises a 1-airframe, a 2-sweepback wing, a 3-tail wing, a 4-main wing, a 5-motor or engine, a 6-propeller, a 7-vertical tail wing, an 8-air guide sleeve, a 9-cockpit or camera, a 10-connecting bracket, a 11-disc shaft, a 12-aileron, a 13-flap, a 14-tilting shaft, a 15-transition main wing and a 16-tilting mechanism.

Detailed Description

The utility model can be used as unmanned plane or large-sized manned transport plane. For the manned aircraft, a cockpit and a control instrument are arranged on the aircraft to perform manual operation control. For unmanned aerial vehicle, install camera control system in the aircraft bottom, the camera can be followed the vertical axis horizontal gyration of erectting, is provided with the camera in camera central point put, and the camera can be followed horizontal axis and vertical axle rotation under the drive of motor, can realize all-round investigation, carries out remote control unmanned aerial vehicle flight by the control personnel according to the video image information that the camera returned.

A typical application of the utility model will now be further described with reference to specific examples by way of example of a conveyor.

As shown in fig. 1, a swept-wing-variable vertical take-off and landing fixed-wing aircraft mainly comprises a fuselage 1, a main wing 4, a swept-wing-variable 2, a tail wing 3, an engine 5, a propeller 6, a manned cabin or a camera 10 and a control system, wherein 2 substantially horizontal main wings are symmetrically arranged on two sides of the middle part of the fuselage 1 and are divided into two parts: the fixed main wing 4 and the variable sweep wing 2 are fixed on two sides of the fuselage 1, the tail end of the fixed main wing 4 is hinged with the variable sweep wing 2 through a disc shaft 11, the axis of the disc shaft 11 is vertical to the horizontal main wing, the variable sweep wing can horizontally revolve around the disc shaft of the vertical axis, and a flap 13 and an aileron 12 are arranged behind the variable sweep wing 2 so as to control the flight attitude of the aircraft. The sections of the fixed main wing 4 and the variable swept wing 2 are streamline with lifting force, the variable swept wing 2 is arranged at the outer end of the main wing 4, the variable swept wing 2 and the main wing 4 are hinged through a disc shaft 11, the diameter of the disc shaft 11 is greatly set according to the requirement, and the rotation angle range is more than 30 degrees and can reach 90 degrees. The two swept wings 2 can be turned to a horizontal direction approximately in line or can be turned to a direction of being gathered to the fuselage. The upper part or the middle part or the lower part of the rear section of the machine body 1 is provided with a horizontal tail wing 3 and a vertical tail wing 7, and the horizontal tail wing 3 can also rotate around a rotating shaft at the tail part. The tail wing 3 can also be fixedly connected with the tail of the aircraft, and the flexibly rotating aileron 12 is arranged on the tail wing 3. The vertical tail wing 7 can be arranged at the upper part or the lower part of the tail, and the flexible rotation aileron 12 is arranged on the vertical tail wing 7. The tail 3 may also be a slanted inclined tail. The two sides of the sweepback wing 2 are hinged with 2 engines 5, and the front end of the main wing 4 can also be hinged with the engines 5 to improve the transportation quantity. The sweepback wing 2 or the main wing 4 is provided with a connecting bracket 10 which is hinged with the engine 5 by a unidirectional hinge or a universal hinge. The engine 5 can rotate to a horizontal position below the connecting bracket 10 and also can rotate to an upright position, the tilting mechanism 16 can adopt a gear transmission mechanism or a pull rod mechanism to drive the engine 5 to rotate around the hinge shaft of the connecting bracket 10, and the driving motor and the control system control the tilting mechanism 16 to drive the engine 5 to rotate to a required angle. An electric motor may be used for the unmanned aerial vehicle engine 5. The engine 5 is provided with the propellers 6, the number of the propellers 6 can be increased to 4 for improving traction tension, and a streamline guide cover 8 is arranged in front of the propellers 6 to reduce airflow resistance.

The variable sweep wing can horizontally rotate around the disc shaft of the vertical axis, and can be expressed as the variable sweep wing can rotate around the axis vertical to the large plane where the main wing is located, and the variable sweep wing is still basically in the same large plane as the fixed main wing after rotating.

When the length direction of the variable sweepback wing 2 is in the horizontal extension position, two engines 5 are respectively positioned at the horizontal side positions of the variable sweepback wing 2, the central axis of each engine 5 is parallel to the machine body 1 and the horizontal plane, and the engines 5 and the propellers 6 provide forward pulling force to enable the plane to fly flatly. The fixed main wing 4 and the sweepback wings 2 of the fuselage 1 are provided with hanging frames below which a load can be hung. The cockpit 9 and the control instrument are arranged in front of the conveyor body 1 to carry out manual operation control. The camera and the control system are installed at the bottom of the unmanned aerial vehicle, so that omnibearing observation can be realized.

As shown in fig. 2, when the length direction of the swept-back wing 2 of the unmanned aerial vehicle horizontally rotates from the extending direction to the direction parallel to the machine body 1, the central shaft of the engine 5 is in the vertical direction, and the propeller 6 provides lifting force, so that vertical lifting or hovering can be realized. Because the engines 5 at the two ends of the variable sweep wing 2 are distributed at the left side and the right side of the variable sweep wing 2, the left engine, the right engine and the propeller 6 provide ascending or hovering control power, the four-axis propeller distribution control has less strict requirements on the load center position on the aircraft body, and the rotation moment is overcome mutually, so that the lifting force of the front propeller 6 and the rear propeller 6 can be adjusted according to the load distribution, and the horizontal posture of the aircraft can be controlled.

The swept-back wing 2 can be converted between a horizontal extending direction and a fuselage folding direction, the engine 5 and the propeller 6 are converted between the horizontal direction and an upright direction along with the rotation of the swept-back wing 2, and the airplane can be converted between a flat flight and a vertical take-off and landing or hovering gesture.

As shown in fig. 3, the left and right swept wings 2 are rotated to extend in the length direction to be approximately in a straight line, the longest span length can be obtained, the lifting force is maximum, the aircraft can fly at a lower speed in a cruising way, more materials are carried, and a longer voyage can be obtained due to the reduction of the cruising speed.

The motor 5 can be adopted for the engine 5 of the small unmanned aerial vehicle, the turbine shaft engine or the piston engine can be adopted for the engine 5 of the large manned transport vehicle, the engine 5 can also be a turbojet engine, a turboprop engine and a turbofan engine, 4 engines can provide larger bearing capacity, and the speed can also be faster.

As shown in fig. 4, in order to adopt a large-scale transporter with turbofan engines, 1 turbofan engine 5 is respectively arranged at the bottoms of a fixed main wing 4 and a variable swept wing 2 at two sides of an airplane, and a total of four engines 5 are hinged and connected at the bottoms of the fixed main wing 4 and the variable swept wing 2 by a connecting bracket 10 at the bottom of the wing. During landing or take-off, the control system controls the 4 turbofan engines 5 to turn around the hinge shaft to the vertical direction, wherein the 2 engines 5 at the bottom of the fixed main wing 4 rotate forwards to the vertical position, and the 2 turbofan engines 5 at the bottom of the variable swept wing 2 rotate backwards to the vertical position along with the backward rotation of the variable swept wing 2, and the tilting mechanism 16 is controlled by the driving motor and the control system to drive the engines 5 to rotate. The 4 turbofan engines 5 are distributed in the front and back of the fixed main wing 4 and keep consistent with the original lifting center, the 4 turbofan engines 5 provide upward lifting force, so that the aircraft is more stable in suspension, the conversion of the engines 5 in the horizontal direction and the vertical direction is realized, the aircraft can be converted between the vertical take-off and landing or hovering postures and the horizontal flight, and the 4 engines 5 rotate to the bottom of the wing to maintain the horizontal posture and cruise flight during cruise.

The number of engines 5 may be increased to 6 or more engines when the load capacity is large.

The landing gear and the wheels are arranged at the bottom of the fuselage 1, so that the aircraft can take off and land conveniently, the landing gear can be retracted and hidden in the fuselage 1, and the flying resistance can be reduced conveniently.

The engine 5 is hinged and connected by the connecting bracket 10 when the sweepback wing 2 and the fixed main wing 4 rotate, and the sweepback wing and the fixed main wing also need to rotate along with each other. The connecting bracket 10 can be connected with the engine 5 through a unidirectional hinge to rotate along an axis, and can also be connected with the engine 5 through a universal hinge, the axial direction posture of the engine 5 can be controlled through a servo motor and a digital control system, and the rotation angle of the engine axis can be controlled according to the required direction.

The connecting bracket 10 can keep synchronous rotation with the rotation of the sweepback wing 2 through a follower mechanism.

The follower mechanism may be a parallelogram mechanism, and the connecting bracket 10 is hinged by a parallel connecting rod to keep parallel translation, and the parallelogram mechanism drives the connecting bracket 10 of the engine 5 to rotate in a linkage way in the rotating process of the swept back wing 2. The connecting bracket 10 can only control the engine 5 to rotate along one axis through the unidirectional hinge, so that the control system is simpler.

As shown in fig. 5, for the motor or turboprop engine 5, the diameter of the wind wheel of the propeller 6 is larger, and when the aircraft takes off vertically, the wind pressure above the swept back wing 2 is generated by the pair of propeller blades, so that the take-off lift force is weakened, and the maximum take-off weight of the aircraft is reduced. When the swept wing 2 is folded to the fuselage after turning, the lift center of the engine 5 is turned to a position farther rearward and greatly deviated from the center of gravity. The utility model provides another structural layout, a connecting bracket 10 is arranged at the bottom of the fixed main wing 4, and the connecting bracket 10 is hinged with the engine 5. The fixed main wing 4 is hinged with the variable sweepback wing 2 through a disc shaft 11, the middle part of the variable sweepback wing 2 is provided with a hinge shaft and is hinged with a long aileron 12, namely the variable sweepback wing 2 is divided into a front part and a rear part, when the long aileron 12 rotates to an upright state through the hinge connection, the wing area is reduced, the windward area of the variable sweepback wing 2 blown by a propeller 6 can be reduced, and the lifting force is improved. In addition, the long aileron 12 and the variable sweepback wing 2 form a right angle state, so that the strength of the variable sweepback wing 2 can be enhanced, and the lifting weight is facilitated or the material consumption is reduced. The bottom of the front part of the sweepback wing 2 is provided with a connecting bracket 10, and the connecting bracket 10 is hinged with the engine 5. The two sides of the machine body 1 are provided with 4 engines 5 and propellers 6 in total, the axes of the 4 engines 5 are all turned to the vertical posture in the vertical lifting state, and the axes of the engines 5 and the long ailerons 12 are all turned to the horizontal posture in the flat flight state. A connecting rod is arranged between the engine 5 and the long aileron 12, and the synchronous rotation is kept by a parallelogram linkage mechanism.

As shown in fig. 6, 2 main wings are symmetrically arranged on two sides of the middle part of the fuselage 1, and the main wings are divided into two parts: the fixed main wing 4 and the variable sweep wing 2 are fixed, the fixed main wing 4 is fixed on two sides of the fuselage 1, the tail end of the fixed main wing 4 is hinged with the variable sweep wing 2 through a disc shaft 11, or the disc shaft 11 is arranged between the fixed main wing 4 and the variable sweep wing 2. As shown in fig. 7, the disc shaft 11 is a large disc with a shaft hole in the middle, the tilting shaft 14 is arranged at the other end of the large disc, a transition main wing 15 connected with the variable swept wing 2 is arranged between the large disc of the disc shaft 11 and the tilting shaft 14, two ends of the transition main wing 15 are connected with the fixed main wing 4 and the variable swept wing 2, the variable swept wing 2 is hinged on the tilting shaft 14, the bottom of the variable swept wing 2 is fixedly connected or hinged with the engine 5, and the propeller 6 is arranged on the engine 5. The sweepback wing 2 is sleeved on the tilting shaft 14 and can rotate around the tilting shaft 14, and the rotation angle range is larger than 90 degrees. The engine 5 and the propeller 6 also rotate when the swept-back wing 2 rotates around the tilting shaft 14, and when the swept-back wing 2 rotates in the standing state as shown in fig. 6, the engine 5 also changes to the standing state, and the propeller 6 provides upward lift force. The sweepback wings 2 are parallel to the axis of the engine 5, so that the area of the propeller 6 blown to the wings can be reduced, and the take-off weight can be improved to a greater extent. After turning the swept-back wing 2 around the tilting axis 14 to coincide with the transition main wing 15, the flight attitude can be changed between vertical take-off and landing and cruise flight in the manner described above.

The foregoing is only a preferred embodiment of the present utility model, but the scope of the present utility model is not limited thereto, and any person skilled in the art, who is within the scope of the present utility model, should be covered by the protection scope of the present utility model by making equivalents and modifications to the technical solution and the inventive concept thereof.

Claims (10)

1. The utility model provides a become sweep wing fixed wing aircraft that takes off and land perpendicularly, mainly includes fuselage (1), main wing (4), fin (3), engine (5), screw (6), manned cabin (9) or camera and control system, and fuselage (1) middle part bilateral symmetry sets up 2 main wings (4), and fuselage (1) back end sets up fin (3), characterized by: the main wing (4) is divided into a fixed main wing (4) and a variable sweep wing (2), the fixed main wing (4) is hinged to the variable sweep wing (2) to form a complete main wing, the variable sweep wing (2) can horizontally rotate around a disc shaft (11) perpendicular to the large plane of the main wing, the variable sweep wing (2) is hinged to an engine (5), the engine (5) is provided with a propeller (6), and the engine (5) can be converted among an upright direction, an inclined direction or a horizontal direction.

2. The swept-back vertical take-off and landing fixed wing aircraft of claim 1, wherein: the variable swept wing (2) is a part of the main wing (4), and the variable swept wing (2) is hinged at the tail end of the fixed main wing (4) by a disc shaft (11) with an upright axis.

3. The swept-back vertical take-off and landing fixed wing aircraft of claim 1, wherein: the swept-back wing (2) or the fixed main wing (4) is hinged with at least one engine (5).

4. The swept-back vertical take-off and landing fixed wing aircraft of claim 1, wherein: the fixed main wing (4) is hinged with an engine (5), and the sweepback wing (2) is hinged with at least one engine (5).

5. The swept-back vertical take-off and landing fixed wing aircraft of claim 1, wherein: the rear end of the variable sweepback wing (2) is hinged with a long aileron (12), and the long aileron (12) can rotate around a hinge axis, and the rotation angle range is larger than 90 degrees.

6. The swept-back vertical take-off and landing fixed wing aircraft of claim 1, wherein: the outside of the disc shaft (11) is provided with a tilting shaft (14), the tilting shaft (14) is hinged with the variable sweepback wing (2), the bottom of the variable sweepback wing (2) is fixedly connected or hinged with the engine (5), the variable sweepback wing (2) can rotate around the tilting shaft (14), and the rotation angle range is larger than 90 degrees.

7. The swept-back vertical take-off and landing fixed wing aircraft of claim 1, wherein: the sweepback wing (2) or the fixed main wing (4) is hinged with the engine (5) by a connecting bracket (10) which is hinged in a unidirectional or universal way, and the axial posture of the engine (5) is controlled by a control system.

8. The swept-back vertical take-off and landing fixed wing aircraft of claim 1, wherein: the engine (5) is an electric motor or a piston engine or a turboshaft engine or a turbojet engine or a turboprop engine or a turbofan engine.

9. The swept-back vertical take-off and landing fixed wing aircraft of claim 1, wherein: the connecting bracket (10) enables the engine (5) and the turning of the sweepback wing (2) to keep synchronous rotation through the following mechanism.

10. The swept-back vertical take-off and landing fixed wing aircraft of claim 9, wherein: the following mechanism is a parallelogram mechanism, and drives a connecting bracket (10) of the engine (5) to rotate in a linkage way in the rotating process of the sweepback wing (2).