CN220924522U - Short wingspan composite wing aircraft - Google Patents

Abstract

The utility model provides a short wingspan composite wing aircraft, which comprises four groups of rotor systems with upward pulling force, a group of forward-pushing rotor systems or a group of backward-pushing rotor systems, an energy and flight control system, a pair of wing struts, a landing gear and a composite wing surface; wherein, a cavity is formed in the machine body for accommodating a battery, a flight control system and an aerial camera; the rotor support rods are symmetrical to the machine body, four groups of rotor systems with upward pulling force are respectively arranged at the top ends of the rotor rods, and landing gears are respectively fixed at the front and rear parts of the rotor support rods; the energy and flight control system consists of a battery, a ammeter and a flight control, and is used for controlling the rotating speed of a motor and the deflection angle of a control surface so as to control the attitude of an aircraft. The aircraft has no complex tilting mechanism, does not need to stop the propeller during taking off and landing and cruising, and has good reliability and stability. The control surface is controlled in an auxiliary mode, so that the anti-interference capability of the aircraft is improved, and the flight efficiency and stability are improved.

Description

Short wingspan composite wing aircraft

Technical Field

The utility model belongs to the field of aircraft design, and particularly provides a short-winged composite wing aircraft.

Background

Unmanned aerial vehicle technology has been developed rapidly in recent years, and is a small unmanned aerial vehicle, and compared with a common aerial vehicle, unmanned aerial vehicle has the advantages of simple structure, low cost and easy maintenance and manufacture. The current unmanned aerial vehicle is mainly divided into a plurality of rotor wings, fixed wings, compound wings and the like, and table 1 gives relevant parameters of part of compound wing unmanned aerial vehicles in the current market.

TABLE 1 statistical table of composite wing parameters

The multi-rotor unmanned aerial vehicle is favored because of the characteristics of strong flexibility, light weight, simple mechanical structure, no need of runway, capability of realizing vertical take-off and landing, and the like. However, its duration is relatively short. The fixed wing unmanned aerial vehicle generates lift force through wings and the propeller generates thrust, so that the fixed wing unmanned aerial vehicle has good cruising ability, but has higher requirements on a take-off environment, and ejection or a runway is needed.

The common compound wing unmanned aerial vehicle comprises many rotors and fixed wing, has fused the advantage of many rotors and fixed wing. In the vertical take-off and landing stage, adopting a multi-rotor mode, and balancing gravity by utilizing the tension generated by the propeller; in the cruising stage, the multi-rotor stops turning to a fixed-wing mode so as to enhance the cruising ability of the aircraft. Composite wing unmanned aerial vehicles on the market generally have longer spans to obtain flight efficiency, and the maximum pull of multiple rotors is about 1.3-1.5 times the weight of the aircraft. The relevant parameters are widely counted as in table 1, and the ratio of the maximum take-off mass (i.e., the maximum multi-rotor tension) to the span is distributed between 3 and 10 (as shown in fig. 1).

The utility model provides a short wingspan composite wing aircraft. The composite wing unmanned aerial vehicle is similar to a composite wing unmanned aerial vehicle, is composed of multiple rotors and fixed wings, and has two points of essential difference: (1) The flight principle is different, the multi-rotor wing of the aircraft still works in the cruising stage, and partial upward lift force is provided; (2) The maximum pull force of the multiple rotors is increased, and the wingspan is reduced, so that the ratio of the maximum take-off mass (namely the maximum pull force of the multiple rotors) of the newly designed aircraft to the wingspan is more than or equal to 14. The purposes of such a design include: increase control redundancy, increase wind resistance, and reduce size.

Disclosure of utility model

The main aim of the utility model is to reduce the wing span of the composite wing, increase the wind resistance of the aircraft, and finally design the composite wing aircraft with good aerodynamic efficiency of the wing surface and control surface.

In order to achieve the above objective, the present utility model provides a short wingspan composite wing aircraft with control surfaces (as shown in fig. 2a, 2b and 3a, 3 b). The aircraft comprises four groups of rotor systems with upward pulling force, a group of forward-pushing rotor systems or a group of backward-pushing rotor systems, an energy and flight control system, a pair of rotor struts, a landing gear and a composite wing surface;

Wherein, a cavity is formed in the machine body for accommodating loads such as a battery, a flight control system, an aerial camera and the like; the rotor pole is in fuselage symmetry, and four ascending rotor systems of group's pulling force are installed on the top of rotor pole respectively, and rotor pole is fixed with the undercarriage around respectively.

Each rotor system consists of a direct current brushless motor and a propeller.

The energy and flight control system consists of a battery, a ammeter and a flight control device and is used for controlling the rotating speed of a motor and the deflection angle of a control surface so as to control the attitude of an aircraft.

The rotor wing support rod is a hollow carbon fiber rod, has higher strength, lighter weight and a drop-shaped section shape, so that the resistance is reduced.

The landing gear is supported through four points and is respectively connected to the rotor wing supporting rod; the composite wing surface has good aerodynamic efficiency and smaller wingspan, and improves the wind resistance of the aircraft and the flying capacity of narrow terrain.

The utility model has the main advantages that: the power system of an aircraft is operated at all times in different flight situations, wherein the upward rotor system can continue to provide upward lift during cruising phases, so that the demands on airfoil lift generation are reduced, and thus the span of the aircraft can be reduced. Because of the upward rotor wing system, the flying attitude of the aircraft can be flexibly adjusted, the interference to the aircraft under the condition of high wind is reduced by the small wingspan, and the wind resistance of the aircraft is improved. The aircraft has no complex tilting mechanism, does not need to stop the propeller during taking off and landing and cruising, and has good reliability and stability. The control surface is controlled in an auxiliary mode, so that the anti-interference capability of the aircraft is improved, and the flight efficiency and stability are improved.

Drawings

FIG. 1 is a graph of the current maximum takeoff mass versus span for a composite wing.

Fig. 2 (a) is a schematic illustration of a short winged composite wing aircraft (no tail, forward thrust).

Fig. 2 (b) is a schematic illustration of a short winged composite wing aircraft (no tail, thrust back).

Fig. 3 (a) is a schematic view of a short winged composite wing aircraft (with tail, forward thrust).

Fig. 3 (b) is a schematic view of a short winged composite wing aircraft (with tail, thrust).

Fig. 4 is a schematic diagram of the relationship between compound wing aircraft wing span and total pull and cruise speed of the uprotor system.

Fig. 5 is a schematic diagram of the relationship between compound wing aircraft cruise power and total upward rotor system pull and cruise speed.

The labels in fig. 2,3 are as follows:

1. A composite airfoil; 2. an upward rotor system; 3. a rotor post; 4. a hatch 5, landing gear;

6. Control the control surface; 7. a forward thrust rotor system; 8. a thrust-back rotor system; 9. and a tail wing.

Detailed Description

The utility model designs a short wingspan composite wing aircraft, and in order to more clearly illustrate the purposes, technical schemes and advantages of the scheme, the utility model is further elaborated below with reference to the accompanying drawings.

Fig. 2a, 2b and fig. 3a, 3b are schematic views of a composite wing aircraft according to the present utility model, fig. 2a, 2b are designs without tail wing, and fig. 3a, 3b are designs with tail wing. The aircraft includes four sets of pull-up rotor systems, a set of pull-forward rotor systems (where fig. 2a and 3a are forward rotor systems and fig. 2b and 3b are aft rotor systems), an energy and flight control system, a pair of rotor struts, landing gear, airfoil, and control surfaces. The middle part of the airfoil is hollow, and the upper part of the airfoil is provided with a hatch cover which can accommodate loads such as a battery, a flight control system, an aerial camera and the like in the fuselage; a pair of rotor wing supporting rods penetrate through the middle of the left wing surface and the right wing surface, the installation angle of the rotor wing supporting rods is horizontal to the wing, and four groups of landing gears are arranged at the front and the rear of the rotor wing supporting rods; four sets of rotor systems with upward pulling force are respectively arranged at the top of a rotor support rod and used for providing lifting force, and a set of propellers with forward pulling force are arranged at the front or tail of the machine body and used for providing pushing force.

The flight controller of the composite wing aircraft selects a Pixhawk open source flight control board, and the flight control board outputs PWM signals to respectively control the rotating speed of a rotor system and the steering engine angle of a control surface. For the aircrafts shown in fig. 2a and 2b, the control surfaces are respectively arranged at the rear edges of the left and right outer side wing surfaces, the control surface servo actuators are arranged in the wing surfaces, and the control surfaces can deflect in the same direction to serve as an elevator or in different directions to serve as ailerons. For the aircrafts shown in fig. 3a and 3b, the control surfaces are respectively arranged at the rear edges of the left and right outer side wing surfaces and the vertical stabilizer and the horizontal stabilizer of the tail wing, the control surface servo actuator is arranged in the wing surface, the control surfaces can deflect in the same direction to serve as an elevator, the control surfaces can deflect in a different direction to serve as ailerons, and the tail wing can be used for eliminating sideslip.

This kind of aircraft fuselage is integrated design, and four sets of ascending rotor system's of pulling force brushless DC motor pass through the top of bolt fastening in rotor branch, and to the brushless DC motor of the rotor system of pushing forward of fig. 2a and fig. 3a be fixed in fuselage front end inside, and the brushless DC motor of the rotor system of pushing backward of fig. 2b and fig. 3b is fixed in fuselage rear end inside. The power line of the motor is connected to an electronic speed regulator in the machine body through a rotor rod, and the electronic speed regulator receives PWM signals transmitted by the Pixhawk flight control board to respectively control the rotating speed of each group of motors.

After the aircraft is installed, a power supply is switched on, and the rotating speed of the four groups of pull-up rotor systems is increased, so that the aircraft can take off; and then changing the gesture, increasing the rotating speed of the forward-thrust rotor system or the backward-thrust rotor system, enabling the airfoil attack angle to reach the cruise attack angle, enabling the aircraft to realize high-efficiency and high-speed cruise flight, enabling four groups of upward propellers and wings to provide pulling force together in the cruise process, enabling the forward-thrust propellers or the backward-thrust propellers to provide pushing force, enabling the control surface to realize gesture stability enhancement in the flight process, and improving the wind resistance stability and the flight efficiency of the aircraft in the cruise mode. After the flight mission is finished, the forward propeller or the backward propeller stops rotating, so that the aircraft has no forward thrust, and the rotating speeds of the four groups of upward propellers are slowly reduced, so that the aircraft slowly drops.

Fig. 4 and 5 show the relationship between composite wing span and upward rotor total drag and cruise speed, respectively, and the relationship between composite wing cruise power and upward rotor total drag and cruise speed. From fig. 4 and 5, it is known that the span and cruising power of a compound wing aircraft are substantially inversely proportional, and therefore a combination of considerations is required in designing the aircraft. According to the utility model, the wing span and the cruising power of the composite wing are cooperatively and optimally designed, so that the aircraft has longer duration in the cruising process and stronger wind resistance, and is more suitable for long-distance flight in severe environments.

The aircraft designed by the utility model provides partial lift force by the propeller in the hovering stage, the rotating speed is about 5000 rpm, and the consumed power is about 340W. After the aircraft enters a cruising state, the cruising speed is 20m/s, the four groups of upward propellers provide about 8.4N of lift force, the wings provide about 14.1N of lift force, at the moment, the wings bear most of the lift force, the propellers promote the wind resistance stability of the composite wing in the flying process, at the moment, the wing span is about 0.635m, and compared with the composite wing with the four groups of upward propellers not working, the wing span is reduced by about 30%. The cruising power in the flight process is 163W, and compared with the hovering stage, the power consumption is greatly reduced, so that the range of the aircraft can be effectively improved. Meanwhile, the maximum take-off mass of the aircraft is 9kg, so that the ratio of the maximum take-off mass to the wingspan is 14.2.

Claims (10)

1. A short wingspan composite wing aircraft characterized by: the aircraft comprises four groups of rotor systems with upward pulling force, a group of forward-pushing rotor systems or a group of backward-pushing rotor systems, an energy and flight control system, a pair of rotor struts, a landing gear and a composite wing surface; wherein, a cavity is formed in the machine body for accommodating a battery, a flight control system and an aerial camera; the rotor support rods are symmetrical to the machine body, four groups of rotor systems with upward pulling force are respectively arranged at the top ends of the rotor rods, and landing gears are respectively fixed at the front and rear parts of the rotor support rods; the energy and flight control system consists of a battery, a ammeter and a flight control, and is used for controlling the rotating speed of a motor and the deflection angle of a control surface so as to control the attitude of an aircraft.

2. A short wingspan composite wing aircraft according to claim 1, wherein: each rotor system consists of a brushless dc motor and a propeller.

3. A short wingspan composite wing aircraft according to claim 1, wherein: the rotor pole runs through in the centre of controlling the airfoil, and rotor pole installation angle is level with the wing, and rotor pole is hollow carbon fiber pole, and intensity is high, and the quality is light, has water droplet shape cross-section shape and reduces the resistance.

4. A short wingspan composite wing aircraft according to claim 1 or 2 or 3, characterized in that: the landing gear is supported by four points and is respectively connected to the rotor wing support rods.

5. A short wingspan composite wing aircraft according to claim 1, wherein: the composite wing airfoil has aerodynamic efficiency and a small span.

6. A short wingspan composite wing aircraft according to claim 1, wherein: the direct current brushless motors of the four groups of rotor systems with upward pulling force are fixed on the top ends of the rotor struts through bolts, the direct current brushless motors of the rotor systems with forward pushing are fixed inside the front end of the machine body, and the direct current brushless motors of the rotor systems with backward pushing are fixed inside the rear end of the machine body.

7. A short wingspan composite wing aircraft according to claim 1, wherein: the controller of the aircraft selects Pixhawk open source flight control board, and the flight control board outputs PWM signals to respectively control the rotating speed of the rotor system and the steering engine angle of the control surface.

8. A short wingspan composite wing aircraft according to claim 1 or 7, characterized in that: in the structure without the tail wing, control surfaces are respectively arranged at the rear edges of the left and right outer side wing surfaces, control surface servo actuators are arranged in the wing surfaces, and the control surfaces are used as elevators by the same-direction deflection or ailerons by the different-direction deflection.

9. A short wingspan composite wing aircraft according to claim 1 or 7, characterized in that: in the structure with the tail wing, control surfaces are respectively arranged at the rear edges of the left and right outer side wing surfaces and the vertical stabilizer and the horizontal stabilizer of the tail wing, control surface servo actuators are arranged in the wing surfaces, the control surfaces are used as elevators in the same direction or used as ailerons in the different direction, and the tail wing is used for eliminating sideslip.

10. A short wingspan composite wing aircraft according to claim 1, wherein: the power line of the motor is connected to an electronic speed regulator in the machine body through a rotor rod, and the electronic speed regulator receives PWM signals transmitted by the Pixhawk flight control board to respectively control the rotating speed of each group of motors.