Tailstock type fixed wing remote control aircraft

Abstract

The invention discloses a tailstock type fixed wing remote control aircraft. The aircraft comprises an aircraft body; the fixed wings are arranged on the two sides of the middle of the aircraft body and can provide lift force for the remote control aircraft in a flying state; and the multiple sets of rotor power assemblies are arranged at the tail of the aircraft body, are sequentially arranged at intervals in the circumferential direction of the aircraft body and can provide driving force for taking off and flying of the remote control aircraft. Through the combined design of the fixed wings and the rotor power assemblies, the fixed wings can be used for providing lift force in the flight process, so that the remote control aircraft can fly at a high speed, the flight efficiency of the remote control aircraft is improved, the rotor power assemblies are used for providing enough driving force, and the remote control aircraft can vertically take off and land without depending on a runway; and the application range is expanded. Due to the design of the tailstock type layout and the multiple groups of rotor power assemblies, the gravity center of the remote control aircraft is close to the rear, pitching, rolling and yawing of the remote control aircraft can be effectively controlled, and the flight stability of the remote control aircraft is improved.

Description

Technical Field

[0001] The present application relates to the technical field of unmanned aerial vehicles, and in particular to a tail-seat fixed-wing remote-controlled aircraft. Background Art

[0002] In the prior art, there are mainly fixed-wing UAVs and rotary-wing UAVs, but these two types of UAVs have many defects during operation, such as:

[0003] For fixed-wing drones, they require a runway for takeoff and landing, which limits their usage scenarios and makes them unable to take off and land on narrow or rugged terrain. For rotary-wing drones, during flight, the propellers need to continuously consume energy to overcome air resistance, resulting in lower efficiency, shorter flight time, and slower flight speed.

[0004] Therefore, both fixed-wing UAVs and rotary-wing UAVs have certain limitations, so there is an urgent need to provide a new type of UAV structure to solve the above-mentioned defects. Summary of the invention

[0005] In view of the above-mentioned problems in the prior art, the purpose of this application is to solve the technical problems in the prior art that limit the application of drones in specific scenarios, as well as the low flight efficiency, short flight time and slow flight speed of drones.

[0006] In order to solve the above problems, the present application provides a tail-seat fixed-wing remote-controlled aircraft, which includes:

[0007] body;

[0008] Fixed wings are arranged on both sides of the middle part of the fuselage, and the fixed wings can provide lift for the remote-controlled aircraft in flight;

[0009] A plurality of rotor power assemblies are arranged at the tail of the fuselage, and the plurality of rotor power assemblies are sequentially spaced apart along the circumference of the fuselage. The plurality of rotor power assemblies can provide driving force for the remote-controlled aircraft to take off and fly.

[0010] Preferably, the remote-controlled aircraft also includes a tail seat duct and a tail seat support rod, the tail seat duct and the tail seat support rod are both arranged at the tail of the fuselage, multiple groups of rotor power assemblies are arranged on the tail seat support rod, the tail seat duct is surrounded by the outer peripheral side of the multiple groups of rotor power assemblies, and the tail seat duct is connected to the fuselage through the tail seat support rod.

[0011] Preferably, each set of the rotor power assembly comprises:

[0012] propeller;

[0013] A slipstream rudder, arranged below the propeller, for changing the airflow direction of the remote-controlled aircraft during takeoff and flight by deflection;

[0014] The driving component is connected to the propeller and the slipstream rudder respectively, so as to drive the propeller to rotate and drive the slipstream rudder to flip.

[0015] Preferably, the propeller includes a plurality of blades, and the length of the blades at one end facing the tail seat duct from the inner wall surface of the tail seat duct is no more than 10 mm.

[0016] Preferably, the driving component comprises:

[0017] A driving motor is arranged between the propeller and the tailstock support rod to drive the propeller to rotate;

[0018] A driving servo is arranged at the central axis of the tailstock support rod. A flip rod is provided between the driving servo and the slipstream rudder. The flip rod is passed through one end of the slipstream rudder facing the propeller. The driving servo can drive the slipstream rudder to flip by driving the flip rod to rotate.

[0019] Preferably, the slipstream rudder is symmetrically arranged relative to the driving shaft of the driving motor.

[0020] Preferably, a tailstock cover is provided at one end of the fuselage facing the rotor power assembly, the tailstock support rod can pass through the tailstock cover and be connected to the tailstock duct, and the driving servo is arranged in the tailstock cover;

[0021] The cross-sectional size of the tailstock cover gradually decreases when approaching the tail of the fuselage, and the length of the end of the slipstream rudder facing the driving servo engine from the tailstock cover is in the range of 5-10 mm.

[0022] Preferably, the remote-controlled aircraft further comprises a controller, which is electrically connected to the drive motor and the drive servo respectively, and the controller can make a judgment according to the operation instruction of the drive motor, and control the operation of the drive servo to adjust the flipping degree of the slipstream rudder.

[0023] Preferably, the tail of the fixed wing is provided with an aileron, and a driving component is provided in the fuselage, the driving component is connected to the aileron via an output shaft, the driving component is electrically connected to the controller, and the controller can make a judgment based on the operating instructions of the driving motor and control the operation of the driving component to adjust the flipping degree of the aileron.

[0024] Preferably, a take-off and landing support frame is provided at one end of the tailstock support rod facing the tailstock duct, and the take-off and landing support frame is located on the outer wall surface of the tailstock duct to support the remote-controlled aircraft.

[0025] Based on the above technical solution, the tail-seat fixed-wing remote-controlled aircraft described in this application has the following beneficial effects:

[0026] The combined design of fixed-wing and rotor power components can use the fixed wing to provide lift during flight, allowing the remote-controlled aircraft to fly at a higher speed and improve its flight efficiency. The rotor power component can also provide sufficient driving force, allowing the remote-controlled aircraft to take off and land vertically without relying on a runway, thus expanding its application range.

[0027] Secondly, the tail-seat layout and the design of multiple rotor power components make the center of gravity of the remote-controlled aircraft move backward, which can effectively control the pitch, roll and yaw of the remote-controlled aircraft and improve its flight stability;

[0028] Furthermore, the arrangement of multiple sets of rotor power assemblies arranged in sequence on the circumference of the fuselage can also provide driving force in multiple directions for the remote-controlled aircraft, and can balance the torque in each direction, so that the remote-controlled aircraft can better resist external interference and improve flight stability; and, multiple sets of rotor power assemblies can be controlled independently, and precise flight control such as pitch, roll, yaw, etc. can be achieved by adjusting the speed and direction of each rotor; at the same time, even if a set of rotor power assemblies fails, other rotor power assemblies can still provide sufficient driving force for redundant control to ensure that the remote-controlled aircraft can land safely. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solution of the present application, the following is a brief introduction to the drawings required for use in the embodiments or prior art descriptions. Obviously, the drawings described below are only some embodiments of the present application, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0030] Figure 1 It is a side view of the remote-controlled aircraft provided in an embodiment of the present application.

[0031] Figure 2 It is a front view of the remote-controlled aircraft provided in an embodiment of the present application.

[0032] Figure 3 It is a structural schematic diagram of a remote-controlled aircraft provided in an embodiment of the present application at a first perspective.

[0033] Figure 4 It is a structural schematic diagram of the remote-controlled aircraft provided in an embodiment of the present application at a second viewing angle.

[0034] Figure 5 It is an enlarged view of the tail structure of the remote-controlled aircraft provided in an embodiment of the present application.

[0035] Among them, the figure numerals are explained: remote-controlled aircraft 100, fuselage 11, tail seat cover 111, rotor power assembly 12, propeller 121, slipstream rudder 122, drive motor 1231, drive servo 1232, tail seat duct 13, tail seat support rod 14, take-off and landing support frame 15, flip rod 16, fixed wing 171, aileron 172, fixing part 18. DETAILED DESCRIPTION

[0036] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0037] The term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure or characteristic that may be included in at least one implementation of the present application. In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "top", "bottom", etc. is based on the orientation or positional relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present application. In addition, the terms "first" and "second" are used only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" may include one or more of the features explicitly or implicitly. Moreover, the terms "first", "second", etc. are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described here can be implemented in an order other than those illustrated or described here.

[0038] like Figure 1-Figure 5 As shown, the present application discloses a tail-mounted fixed-wing 171 remote-controlled aircraft 100 , which includes a fuselage 11 , fixed wings 171 and a plurality of rotor power components 12 .

[0039] The fixed wings 171 are arranged on both sides of the middle of the fuselage 11, and the fixed wings 171 can provide lift for the remote-controlled aircraft 100 in flight;

[0040] A plurality of rotor power assemblies 12 are disposed at the tail of the fuselage 11 , and are arranged in sequence along the circumference of the fuselage 11 . The plurality of rotor power assemblies 12 can provide driving force for the remote-controlled aircraft 100 to take off and fly.

[0041] In the embodiment of this specification, the fixed wing 171 can provide lift based on the airfoil effect and the Bernoulli principle. Specifically, the Bernoulli principle points out that in a fluid, the higher the flow velocity, the lower the pressure, and the lower the flow velocity, the higher the pressure. In the airfoil effect, the upper surface of the fixed wing 171 is a curved streamline, and the lower surface is a flat straight line, that is, the upper surface is more convex than the lower surface, so when the airflow flows through the fixed wing 171, the path flowing through the upper surface in the same time is longer, so the airflow velocity on the upper surface will be higher than the airflow velocity on the lower surface, and therefore the pressure on the upper surface will be lower than the pressure on the lower surface. Furthermore, based on this pressure difference, the remote-controlled aircraft 100 will generate an upward lift during the flight, so that the fixed wing 171 can provide lift for the remote-controlled aircraft 100 in flight.

[0042] In the embodiment of the present specification, four sets of rotor power components 12 are included, and the four sets of rotor power components 12 are respectively arranged in four power areas of the fuselage 11, as shown in FIG. Figure 2 As shown, a front view of the remote-controlled aircraft 100 is shown, from which it can be seen that the four sets of rotor power components 12 are respectively arranged in the "four quadrants".

[0043] In the embodiment of the present specification, the rotor power assembly 12 can provide a driving force in the vertical direction when in a take-off state, and can provide a driving force in the horizontal direction when in a flying state.

[0044] In the embodiment of the present specification, the fixed wing 171 is provided so that it can provide lift during the flight, thereby ensuring that the remote-controlled aircraft 100 can fly stably; the rotor power assembly 12 is provided so that it can provide a stable driving force, so that the remote-controlled aircraft 100 can take off and fly smoothly, and by providing the rotor power assembly 12 at the tail of the fuselage 11 to form a tail seat layout, the pitch and yaw of the remote-controlled aircraft 100 can be effectively controlled to improve the flight stability.

[0045] Therefore, the combined design of the fixed wing 171 and the rotor power assembly 12 can utilize the fixed wing 171 to provide lift during flight, so that the remote-controlled aircraft 100 can fly at a higher speed and improve its flight efficiency, and utilize the rotor power assembly 12 to provide sufficient driving force, so that the remote-controlled aircraft 100 can take off and land vertically without relying on a runway, thereby expanding its application range;

[0046] Secondly, the tail-seat layout and the design of multiple rotor power components 12 make the center of gravity of the remote-controlled aircraft 100 move backward, which can effectively control the pitch, roll and yaw of the remote-controlled aircraft 100 and improve its flight stability;

[0047] Furthermore, the arrangement of multiple sets of rotor power assemblies 12 arranged in sequence on the circumferential side of the fuselage 11 can also provide driving forces in multiple directions for the remote-controlled aircraft 100, and can balance the torques in various directions, so that the remote-controlled aircraft 100 can better resist external interference and improve flight stability; and, multiple sets of rotor power assemblies 12 can be controlled independently, and precise flight control, such as pitch, roll, yaw, etc., can be achieved by adjusting the rotation speed and direction of each rotor; at the same time, even if a set of rotor power assemblies 12 fails, other rotor power assemblies 12 can still provide sufficient driving force for redundant control to ensure that the remote-controlled aircraft 100 can land safely.

[0048] like Figure 2-Figure 5 As shown, the remote controlled aircraft 100 further includes a tail seat duct 13 and a tail seat support rod 14 .

[0049] Among them, the tail seat duct 13 and the tail seat support rod 14 are both arranged at the tail of the fuselage 11, and multiple sets of rotor power components 12 are all arranged on the tail seat support rod 14. The tail seat duct 13 is surrounded by the outer peripheral side of the multiple sets of rotor power components 12, and the tail seat duct 13 is connected to the fuselage 11 through the tail seat support rod 14.

[0050] In the embodiment of the present specification, the tailstock support rod 14 is a cross structure, the center of the tailstock support rod 14 is connected to the tail of the fuselage 11, four groups of rotor power components 12 are respectively arranged on each branch of the cross structure, and the tailstock duct 13 is arranged at the end of each branch to surround each group of rotor power components 12.

[0051] In the embodiments of the present specification, the purpose of setting the tail seat duct 13 is as follows: first, the tail seat duct 13 surrounds the rotor power assembly 12, which can reduce the impact of the airflow generated by the rotor power assembly 12 on the fuselage 11 and the fixed wing 171, reduce flight resistance, and improve flight efficiency; secondly, the tail seat duct 13 can also protect the rotor power assembly 12 from being hit by external objects, thereby improving overall safety; thirdly, the tail seat duct 13 can reduce the noise generated by the rotor power assembly 12, thereby improving the concealment of the remote-controlled aircraft 100.

[0052] Preferably, each set of rotor power components 12 includes a propeller 121, a slipstream rudder 122 and a driving component.

[0053] The slipstream rudder 122 is disposed below the propeller 121. Specifically, along the length direction of the fuselage 11, the slipstream rudder 122 is disposed on the side of the propeller 121 away from the fuselage 11, so as to change the airflow direction of the remote-controlled aircraft 100 during takeoff and flight by deflection.

[0054] The driving components are respectively connected to the propeller 121 and the slipstream rudder 122 to drive the propeller 121 to rotate and drive the slipstream rudder 122 to flip.

[0055] In the embodiment of the present specification, the propeller 121 is arranged on a side of the tailstock support rod 14 facing the fuselage 11 , and the slipstream fin 122 is arranged on a side of the tailstock support rod 14 facing away from the fuselage 11 .

[0056] In the embodiment of the present specification, the slipstream fin 122 is a plate-shaped structure, extending toward a side away from the fuselage 11 , and the slipstream fin 122 has a control surface for changing the direction of airflow.

[0057] In the embodiments of this specification, in the ducted tailseat UAV controlled by the propeller 121 and the slipstream rudder 122, there are multiple ways to achieve pitch motion:

[0058] Method one is differential control of the propeller 121: the principle is that when the propeller 121 rotates, it can generate driving force for the remote-controlled aircraft 100 during takeoff and flight. The remote-controlled aircraft 100 in the present application is powered by four propellers 121, which can be controlled independently or jointly. When the four propellers 121 increase at the same speed at the same time, the total thrust they generate causes the remote-controlled aircraft 100 to rise vertically; and when the two upper propellers 121 reduce the speed and the two lower propellers 121 increase the speed, since the thrust generated by the propellers 121 on the upper and lower sides is different, a torque will be generated, causing the fuselage 11 to pitch and then start to fly forward.

[0059] Method 2 is the deflection control of the slipstream rudder 122: The principle is that the slipstream rudder 122 is installed below the propeller 121, and can change the direction of the airflow through its own deflection to generate a control torque, specifically a pitch control torque, so that the remote control aircraft 100 can perform pitch, roll, yaw and other actions. That is, when the slipstream rudder 122 deflects, additional lift will be generated, and then a torque on the center of gravity will be generated, causing the fuselage 11 to pitch. For example, when pitching is required, the slipstream rudder 122 can be deflected upward to make the airflow upward, generate upward lift, and thus achieve pitching.

[0060] Method three is the propeller 121 differential and the slipstream rudder 122 deflection control: the principle is to combine the propeller 121 differential and the slipstream rudder 122 deflection to generate a larger pitch moment, thereby improving the control ability of the remote-controlled aircraft 100 in the case of large disturbances. For example, when it is necessary to pitch forward, the rotation speed of the two upper propellers 121 is reduced, and the rotation speed of the two lower propellers 121 is increased, and the slipstream rudder 122 is deflected upward at the same time. In this way, the torque generated by the propeller 121 differential and the lift generated by the slipstream rudder 122 work together to form a larger pitch moment, causing the fuselage 11 to pitch forward, and the remote-controlled aircraft 100 starts to fly forward, and the ability to resist wind disturbances is improved.

[0061] The above explains the flexibility of control allocation of the present application. The essence is to map the total force, pitch moment, rolling moment, and yaw moment that the rotor power assembly 12 (propeller 121 and slipstream rudder 122) needs to generate to the control quantity (U1, U2, U3, U4), and obtain the actuation quantity (Ω1~Ω4, δ1~δ4) of each driving component that controls the propeller 121 and slipstream rudder 122 through the control allocation inverse solution, which is specifically expressed as:

[0062]

[0063] where k ij (i∈1,2…8,j∈1,2,3,4) is the allocation coefficient, which can be a constant or a function related to the flight state.

[0064] The above introduces three ways of achieving pitch motion in this application. The appropriate method can be selected according to different flight environments and control requirements. The propeller 121 differential control can generate a larger pitch moment, but it needs to sacrifice a certain speed; the slipstream rudder 122 deflection control can control the pitch angle more flexibly, but the torque is relatively small; and the propeller 121 differential and the slipstream rudder 122 deflection control combine the advantages of both, which can improve the control ability of the rotor power assembly 12 in the case of large disturbances.

[0065] Therefore, the propeller 121 in the present application can generate thrust and torque by changing the rotation speed and direction, and control the vertical lift and horizontal flight of the remote-controlled aircraft 100; the slipstream rudder 122 generates additional lift by deflection, thereby generating torque to control the pitch of the remote-controlled aircraft 100. The two are used together, so that the slipstream generated by the propeller 121 can improve the steering effect of the slipstream rudder 122, so that the slipstream rudder 122 can generate a larger control torque at a smaller deflection angle, thereby reducing the control energy consumption; and the slipstream rudder 122 is located below the propeller 121, close to the propeller 121, and has a fast response speed, which can achieve more flexible and precise control, can quickly adjust the attitude of the remote-controlled aircraft 100, and improve the flight performance and anti-interference ability of the remote-controlled aircraft 100.

[0066] Preferably, the propeller 121 includes a plurality of blades, and the length of the blade at one end facing the tail seat duct 13 from the inner wall surface of the tail seat duct 13 is no more than 10 mm.

[0067] In the embodiment of this specification, there are two blades, and the two blades are symmetrically arranged.

[0068] In the embodiment of the present specification, the distance between the end of the blade and the inner wall of the tail seat duct 13 is controlled within the above range, so as to avoid the tail seat duct 13 interfering with the propeller 121, avoid affecting the rotation of the blade, and improve the safety of flight.

[0069] Specifically, the driving component includes a driving motor 1231 and a driving servo 1232 .

[0070] The driving motor 1231 is disposed between the propeller 121 and the tailstock support rod 14 to drive the propeller 121 to rotate;

[0071] The driving servo 1232 is arranged at the central axis of the tailstock support rod 14, and a flip rod 16 is provided between the driving servo 1232 and the slipstream rudder 122. The flip rod 16 is passed through one end of the slipstream rudder 122 facing the propeller 121. The driving servo 1232 can drive the slipstream rudder 122 to flip by driving the flip rod 16 to rotate.

[0072] In the embodiment of the present specification, the propeller 121 has a rotating end and a fixed end, the blades are arranged on the rotating end, and the driving motor 1231 is connected to the fixed end.

[0073] In the embodiment of the present specification, the driving motor 1231 is used to drive the propeller 121 to rotate, and the driving servo 1232 is used to control the flipping of the slipstream rudder 122. This division of labor enables each component to operate within its optimal working range, thereby improving the overall driving efficiency. In addition, the driving servo 1232 directly controls the slipstream rudder 122 through the flip rod 16, which can provide a precise deflection angle, thereby achieving fine airflow direction adjustment and enhancing the maneuverability of the remote control aircraft 100. In addition, the flip rod 16 is inserted into the end of the slipstream rudder 122 facing the propeller 121. This layout can prevent the slipstream rudder 122 from interfering with the propeller 121 when flipping, thereby improving the safety of flight. In addition, the driving servo 1232 is arranged at the central axis of the tail support rod 14, which helps to maintain the center of gravity of the drone stable and reduce the vibration of the fuselage 11 caused by the action of the servo.

[0074] Preferably, the slipstream rudder 122 is symmetrically arranged relative to the drive shaft of the drive motor 1231. The symmetrical arrangement can ensure that the airflow generated by the propeller 121 is evenly distributed on the left and right sides of the slipstream rudder 122, reducing flight instability and yaw moment caused by uneven airflow. In addition, since the slipstream rudder 122 is symmetrical to the drive shaft of the drive motor 1231, adjusting the airflow control force generated by the slipstream rudder 122 will also be more direct and symmetrical.

[0075] like Figure 5 As shown, a tailstock cover 111 is provided at one end of the fuselage 11 facing the rotor power assembly 12, a tailstock support rod 14 can pass through the tailstock cover 111 and be connected to the tailstock duct 13, and a driving servo 1232 is provided in the tailstock cover 111, that is, located at the central axis of the tailstock cover 111;

[0076] The cross-sectional size of the tailstock cover 111 gradually decreases as it approaches the tail of the fuselage 11 , and the length of the end of the slipstream fin 122 facing the driving servo 1232 from the tailstock cover 111 is in the range of 5-10 mm.

[0077] In the embodiment of this specification, the structure of the tailstock cover 111 is the same as that of the tailstock support rod 14 , both of which are cross structures, so that the tailstock support rod 14 passes through the tailstock cover 111 and is connected to the tailstock duct 13 .

[0078] In the embodiment of the present specification, the end of the slipstream rudder 122 facing the driving servo 1232 represents: along the radial direction of each branch of the cross structure, the end of the slipstream rudder 122 facing the tailstock cover 111.

[0079] In the embodiment of the present specification, the driving servo 1232 is arranged in the tail seat cover 111, which helps to reduce the overall size of the remote control aircraft 100 and make the structure more compact; the tail seat support rod 14 can pass through the tail seat cover 111 and connect with the tail seat duct 13. This design is convenient for installation and disassembly, and simplifies the maintenance and overhaul process. At the same time, the length of the end of the slipstream rudder 122 facing the driving servo 1232 from the tail seat cover 111 is within the range of 5-10mm. This specific distance can ensure that the movement range and control force of the slipstream rudder 122 are moderate, and the slipstream rudder 122 will not interfere with the tail seat cover 111 when flipping due to the distance being too close, nor will the driving servo 1232 drive the slipstream rudder to flip with a large force due to the distance being too far.

[0080] Preferably, the remote-controlled aircraft 100 further includes a controller, which is electrically connected to the drive motor 1231 and the drive servo 1232, respectively. The controller can make a judgment based on the operation instruction of the drive motor 1231, and control the operation of the drive servo 1232 to adjust the flipping degree of the slipstream rudder 122. With this arrangement, the controller can quickly respond to the operation instruction of the drive motor 1231, and timely adjust the position of the slipstream rudder 122, so that the remote-controlled aircraft 100 can quickly adapt to changes in flight conditions, such as changes in wind speed and wind direction, so as to utilize the controller to accurately control the drive servo 1232 to ensure accurate adjustment of the flipping degree of the slipstream rudder 122, thereby achieving subtle flight attitude adjustment of the remote-controlled aircraft 100, improving control accuracy, and also achieving coordinated work between various components in the remote-controlled aircraft 100, thereby improving flight stability and controllability.

[0081] like Figure 1 and Figure 3-Figure 4 As shown, the tail of the fixed wing 171 is provided with an aileron 172, and a driving component is provided in the fuselage 11. The driving component is connected to the aileron 172 through an output shaft, and the driving component is electrically connected to the controller. The controller can make a judgment based on the operating instructions of the driving motor 1231, and control the operation of the driving component to adjust the flipping degree of the aileron 172.

[0082] In the embodiment of this specification, the output shaft is disposed through the aileron 172 .

[0083] In the embodiment of the present specification, the controller can automatically adjust the flipping degree of the aileron 172 according to the flight status, so as to achieve fine adjustment of the attitude of the remote-controlled aircraft 100, which helps to optimize the performance of the remote-controlled aircraft 100 under specific flight conditions, and helps the remote-controlled aircraft 100 maintain or change the flight attitude, thereby improving the stability of the flight.

[0084] In addition, a lifting and lowering support frame 15 is disposed at one end of the tailstock support rod 14 facing the tailstock duct 13 . The lifting and lowering support frame 15 is located on the outer wall surface of the tailstock duct 13 to support the remote-controlled aircraft 100 .

[0085] In the embodiment of the present specification, a fixing part 18 is provided on the outer wall surface of the tailstock duct 13, and the length of the tailstock support rod 14 is greater than the radial dimension of the tailstock duct 13. The tailstock support rod 14 can be successively passed through the tailstock cover 111 and the fixing part 18 and then fixedly connected to the fixing part 18, and the lifting and lowering support frame 15 is arranged at one end of the tailstock support rod 14 close to the fixing part 18.

[0086] In the embodiment of the present specification, the setting direction of the landing support rod is the same as the length direction of the fuselage 11. When the remote-controlled aircraft 100 is placed on the ground, the remote-controlled aircraft 100 can be supported on the ground by the landing support rod and keep the length direction of the fuselage 11 perpendicular to the ground. When the remote-controlled aircraft 100 takes off, the remote-controlled aircraft 100 can take off upward along the length direction of its fuselage 11, that is, perform vertical lift.

[0087] In the embodiment of the present specification, the take-off and landing support frame 15 is located on the outer wall surface of the tail seat duct 13, which can protect the tail seat duct 13 from damage caused by contact with the ground, especially during take-off and landing operations on rough or uneven ground, and can also provide additional support points when the remote-controlled aircraft 100 is not taking off or landing, so as to maintain the stability of the remote-controlled aircraft 100. In addition, the design of the take-off and landing support frame 15 can also make it easier for the operator to control the take-off and landing process of the remote-controlled aircraft 100, and keep the remote-controlled aircraft 100 vertically rising along the length direction of its fuselage 11.

[0088] The following briefly describes the operating mechanism of the remote-controlled aircraft 100 in the take-off state and the flight state:

[0089] In the take-off state, the controller controls the operation of the drive motor 1231 to control the lift by controlling the rotation speed of the drive motor 1231, and gradually increases the motor rotation speed in the process to generate lift that can overcome gravity. The operation of the drive motor 1231 can drive the propeller 121 to rotate, thereby providing the remote-controlled aircraft 100 with power to take off in the vertical direction through the rotation of the propeller 121; after the remote-controlled aircraft 100 rises to the required height, the controller controls the drive servo 1232 to operate to adjust the attitude of the remote-controlled aircraft 100 so that it can hover stably, that is, the drive servo 1232 can control the slipstream rudder 122 to flip as required, so that the slipstream rudder 122 can change the direction of the airflow and then change the flight direction of the remote-controlled aircraft 100, so that it can keep flying in the flight state. When transitioning from the hovering state to the flight state, the controller can further adjust the output of the drive motor 1231 to ensure that the remote-controlled aircraft 100 can transition smoothly.

[0090] When in flight, the remote-controlled aircraft 100 can generate lift through its fixed wings 171 (the specific principle is described above), drive the propeller 121 to rotate by controlling the operation of the drive motor 1231 to generate a driving force for the remote-controlled aircraft 100 in the forward direction, and change the flight direction of the remote-controlled aircraft 100 by flipping the slipstream rudder 122.

[0091] The above description has fully disclosed the specific implementation methods of the present application. It should be pointed out that any changes made by technicians familiar with the field to the specific implementation methods of the present application do not deviate from the scope of the claims of the present application. Accordingly, the scope of the claims of the present application is not limited to the above specific implementation methods.

Claims

1. A tail-seat fixed-wing remote-controlled aircraft, characterized in that: It includes: Body (11); Fixed wings (171) are arranged on both sides of the middle part of the fuselage (11), and the fixed wings (171) can provide lift for the remote-controlled aircraft in a flying state; A plurality of sets of rotor power assemblies (12) are arranged at the tail of the fuselage (11), and the plurality of sets of rotor power assemblies (12) are sequentially spaced along the circumference of the fuselage (11). The plurality of sets of rotor power assemblies (12) can provide driving force for the remote-controlled aircraft to take off and fly.

2. The tail-seat fixed-wing (171) remote-controlled aircraft according to claim 1, characterized in that: The remote-controlled aircraft further comprises a tail seat duct (13) and a tail seat support rod (14), wherein the tail seat duct (13) and the tail seat support rod (14) are both arranged at the tail of the fuselage (11), and multiple groups of the rotor power assemblies (12) are all arranged on the tail seat support rod (14), and the tail seat duct (13) is arranged around the outer peripheral side of the multiple groups of the rotor power assemblies (12), and the tail seat duct (13) is connected to the fuselage (11) through the tail seat support rod (14).

3. The tail-seat fixed-wing (171) remote-controlled aircraft according to claim 2, characterized in that: Each set of the rotor power assembly (12) comprises: Propeller (121); A slipstream rudder (122) is arranged below the propeller (121) and is used to change the airflow direction of the remote-controlled aircraft during takeoff and flight by deflection; A driving component is respectively connected to the propeller (121) and the slipstream rudder (122) to drive the propeller (121) to rotate and drive the slipstream rudder (122) to flip.

4. The tail-seat fixed-wing (171) remote-controlled aircraft according to claim 3, characterized in that: The propeller (121) includes a plurality of blades, and the length of the blades at one end facing the tail seat duct (13) from the inner wall surface of the tail seat duct (13) is no more than 10 mm.

5. The tail-seat fixed-wing (171) remote-controlled aircraft according to claim 4, characterized in that: The driving component comprises: A driving motor (1231) is arranged between the propeller (121) and the tailstock support rod (14) to drive the propeller (121) to rotate; A driving steering engine (1232) is arranged at the central axis of the tailstock support rod (14); a flip rod (16) is provided between the driving steering engine (1232) and the slipstream rudder (122); the flip rod (16) is passed through one end of the slipstream rudder (122) facing the propeller (121); and the driving steering engine (1232) can drive the slipstream rudder (122) to flip by driving the flip rod (16) to rotate.

6. The tail-seat fixed-wing (171) remote-controlled aircraft according to claim 5, characterized in that: The slipstream rudder (122) is symmetrically arranged relative to the drive shaft of the drive motor (1231).

7. The tail-seat fixed-wing (171) remote-controlled aircraft according to claim 5, characterized in that: A tailstock cover (111) is provided at one end of the fuselage (11) facing the rotor power assembly (12); the tailstock support rod (14) can pass through the tailstock cover (111) and be connected to the tailstock duct (13); and the driving steering gear (1232) is arranged in the tailstock cover (111); The cross-sectional dimensions of the tailstock cover (111) gradually decrease as it approaches the tail of the fuselage (11), and the length of one end of the slipstream rudder (122) facing the driving servo (1232) from the tailstock cover (111) is in the range of 5-10 mm.

8. The tail-seat fixed-wing (171) remote-controlled aircraft according to claim 5, characterized in that: The remote-controlled aircraft further comprises a controller, which is electrically connected to the drive motor (1231) and the drive servo (1232) respectively. The controller can make a judgment according to the operation instruction of the drive motor (1231), and control the operation of the drive servo (1232) to adjust the degree of flipping of the slipstream rudder (122).

9. The tail-seat fixed-wing (171) remote-controlled aircraft according to claim 8, characterized in that: The tail of the fixed wing (171) is provided with an aileron (172), and a driving component is provided in the fuselage (11). The driving component is connected to the aileron (172) via an output shaft, and the driving component is electrically connected to the controller. The controller can make a judgment based on the operating instructions of the driving motor (1231), and control the operation of the driving component to adjust the flipping degree of the aileron (172).

10. The tail-seat fixed-wing (171) remote-controlled aircraft according to claim 2, characterized in that: A take-off and landing support frame (15) is provided at one end of the tailstock support rod (14) facing the tailstock duct (13); the take-off and landing support frame (15) is located on the outer wall surface of the tailstock duct (13) to support the remote-controlled aircraft.

Images