Hybrid wing body tail-sitting type unmanned aerial vehicle

Abstract

The present disclosure relates to an aircraft comprising two or more propulsion devices and a fuselage integrated with a pair of wings to constitute a hybrid wing (BWB) structure wherein the orientation of the fuselage and the pair of wings changes as the aircraft transitions from a vertical attitude to a horizontal attitude. Further, each wing of the pair of wings includes a lower winglet and an upper winglet that are identical and connected to each other at the wingtip. The aircraft also includes a plurality of elevons that are controlled by two or more propellers associated with the two or more propulsion devices.

Description

[0001] Priority information

[0002] This application claims priority to provisional application US 63 / 443,981 filed with the United States Patent and Trademark Office on February 8, 2023. Technical Field

[0003] The subject matter described herein relates generally to aircraft and, more particularly, to an unmanned aerial vehicle (UAV) utilizing a blended wing body (BWB) configuration and designed for tail-seat operation. Background Art

[0004] The advancement of vertical take-off and landing (VTOL) aircraft, particularly those in tail-sit configurations, stems from the need to address significant barriers to the delivery of critical services, particularly in sparsely populated rural areas. The drone delivery systems commonly used in these areas rely heavily on infrastructure, significantly hindering their viability. This massive infrastructure requirement is particularly problematic when transporting goods over long distances, such as between a hospital and a blood bank, which can be up to 100 kilometers apart.

[0005] The key requirement for transporting medical supplies, a payload capacity of at least 1 kg to carry fully insulated blood packaging, further increases the technical difficulty. Existing drone technology is limited in both range and payload capacity, making it incapable of meeting the needs of transporting medical supplies in rural areas.

[0006] The urgency of efficiently transporting medical supplies is further exacerbated by the obstacles posed by inadequate infrastructure, particularly in rural areas of developing and underdeveloped countries. A significant proportion of the population living in these rural areas faces significant barriers to accessing basic services. Due to the lack of infrastructure, the cost of transporting critical supplies, such as blood, during medical emergencies often exceeds the actual value of the supplies themselves.

[0007] Tail-sit aircraft offer a potential solution to these challenges. However, their widespread adoption remains hindered by their inherent design complexity. In particular, as weight increases, stability control becomes increasingly difficult, making their practical application a complex challenge.

[0008] While drones hold great promise for transporting supplies in these areas, limitations of existing models hinder their ability to provide cost-effective solutions for long-distance transport and large payloads. For example, drones with a range of approximately 160 kilometers incur high infrastructure costs. Simpler drones, on the other hand, may face limitations in range or payload capacity. This conflict highlights the urgent need for a new type of drone—one that combines long range, large payload, and low infrastructure costs. Summary of the Invention

[0009] Before describing the present systems and methods, it should be understood that the present application is not limited to the specific systems and methods described herein, as there may be multiple implementations that are not explicitly shown in this disclosure. It should also be understood that the terms used in this specification are only used to describe specific implementations or versions and are not intended to limit the scope of the present application. This description is intended to introduce relevant content related to blended wing body (BWB) tail-sitting unmanned aerial vehicles (UAVs). This description is not intended to identify the key features of the claimed subject matter, nor is it intended to define or limit the scope of the claimed subject matter.

[0010] In one aspect, the present disclosure relates to an aircraft comprising a chassis. The chassis includes two or more propulsion units and a fuselage. The fuselage may be integrated with a pair of wings to form a blended wing-body (BWB) configuration. The chassis is capable of switching between a vertical flight mode and a horizontal flight mode during flight. In other words, the orientation of the fuselage and the pair of wings changes as the aircraft transitions from a vertical attitude to a horizontal attitude. Furthermore, the pair of wings may comprise split scimitar wings, more specifically, symmetrical split scimitar wings.

[0011] In some embodiments, a single wing in the pair of wings includes a lower winglet and an upper winglet. The lower winglet and the upper winglet may have the same configuration. Furthermore, the lower winglet may be connected to the upper winglet at the wing tip. In some embodiments, when the aircraft is in a vertical attitude, the lower winglet and the upper winglet may support at least 60 percent of the total weight of the aircraft.

[0012] The aircraft may further include at least two or more propellers and a plurality of elevons. It should be noted that the rotation of the propellers controls the plurality of elevons to generate the thrust vector required to maintain the stability of the aircraft and to transition the aircraft from a vertical to a horizontal attitude. In some embodiments, the rotation of the propellers may be achieved based on the operation of a torque multiplier, wherein the torque multiplier is controlled by one or more servo motors.

[0013] The aircraft also includes a pair of flaps connected to the fuselage. The flaps are designed to assist in at least one of takeoff, landing, cargo securing, and release operations. In addition, the flaps have two attitudes: an extended attitude and a retracted attitude.

[0014] In some embodiments, the pair of flaps may be configured to be in a retracted attitude during takeoff and landing to ensure ground clearance upon landing and to maintain a spaced position to prevent contact between the flaps.

[0015] In some embodiments, when the aircraft is in a horizontal attitude, the pair of flaps is configured to be in an extended attitude. In addition, when the pair of flaps is in the extended attitude, the pair of flaps extends longitudinally beyond the chord length of the paired wings and winglets. The deployment and retraction positioning of the flaps can be controlled by a connecting rod connected to a servo motor.

[0016] In some embodiments, the aircraft is further configured to operate in a tail-sit configuration during vertical takeoff and landing. The aircraft is further configured to be capable of transitioning from the tail-sit configuration to a horizontal flight attitude.

[0017] In another aspect, the present disclosure relates to an aircraft frame. The frame includes: a fuselage integrated with a pair of wings to form a blended wing-body (BWB) structure, a pair of flaps connected to the fuselage, and two or more propellers. The frame also includes a plurality of elevons connected to the frame.

[0018] In some embodiments, the frame may be constructed of a composite monocoque. This construction involves the use of fiber-reinforced plastic (FRP) materials, such as carbon fiber, aramid, or glass fiber embedded in a resin matrix. The composite monocoque structure is further strengthened by an internal structure comprising ribs and spars, thereby increasing overall rigidity. In addition, specific sections of the monocoque structure or internal structure may be manufactured using sandwich panels having a lightweight core material and rigid panels arranged on one or both sides of the core material. This construction method ensures that the frame has both high strength and lightweight characteristics through an optimized combination of composite materials and structural reinforcement. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above detailed description of the embodiments is more easily understood when read in conjunction with the accompanying drawings. To illustrate the present subject matter, the drawings provide examples of the present subject matter configuration, but the present invention is not limited to the specific embodiments of the blended wing body (BWB) tail-sitting unmanned aerial vehicle (UAV) disclosed in this document and the accompanying drawings.

[0020] The present invention is described in detail with reference to the accompanying drawings. In the drawings, the left-most digit of a reference number indicates the figure in which the number first appears. The same reference numerals are used throughout the drawings to refer to various features of the present invention. The components of the drawings are not drawn to scale; emphasis is placed on clearly illustrating the principles of the invention.

[0021] Figure 1A A front view of a hybrid wing-body tail-sit UAV with flaps closed (deployed) according to one embodiment of the present subject matter is shown.

[0022] Figure 1B A side view of a blended-wing-body tail-sit UAV with flaps closed is shown, according to one embodiment of the present subject matter.

[0023] Figure 1CA top view of a blended-wing-body tail-sit UAV with flaps closed is shown according to one embodiment of the present subject matter.

[0024] Figure 1D An isometric view of a blended wing-body tail-sit UAV with flaps closed is shown, according to one embodiment of the present subject matter.

[0025] Figure 2A A front view of a hybrid wing-body tail-sit UAV with flaps opened (retracted) according to one embodiment of the present subject matter is shown.

[0026] Figure 2B A side view of a blended-wing-body tail-sit UAV with flaps opened is shown according to one embodiment of the present subject matter.

[0027] Figure 2C A top view of a hybrid wing-body tail-sit UAV with flaps opened is shown according to one embodiment of the present subject matter.

[0028] Figure 2D An isometric view of a blended wing-body tail-sit UAV with flaps deployed is shown, according to one embodiment of the present subject matter.

[0029] Figure 3 A functional block diagram of a hybrid wing-body tail-sit UAV according to one embodiment of the present subject matter is shown.

[0030] Figure 4 A schematic diagram of a hybrid wing-body tail-sit UAV at the takeoff stage according to one embodiment of the present subject matter is shown.

[0031] Figure 5 A schematic diagram of the landing phase of a hybrid wing-body tail-sit UAV according to one embodiment of the present subject matter is shown.

[0032] The accompanying drawings are for illustration purposes only and show one embodiment of the present disclosure. It will be apparent to those skilled in the art from the following discussion that alternative embodiments of the structures and methods shown herein may be employed without departing from the principles of the disclosure described herein. DETAILED DESCRIPTION

[0033] Several embodiments of the present disclosure will now be discussed in detail, illustrating all features. It should be noted that as used in this document and the appended claims, the singular forms "a," "an," and "the" include plural referents unless the context clearly dictates otherwise. Although any system similar or equivalent to the system described herein can be used in the practice or testing of embodiments of the present disclosure, an exemplary system is now described.

[0034] The disclosed embodiments are merely illustrative of the present disclosure, which may be implemented in various forms. Those skilled in the art will readily be able to make various modifications to the present embodiments, and the general principles described herein may be applied to other embodiments. However, those skilled in the art will readily recognize that the present disclosure is not limited to the described embodiments, but rather to the widest scope consistent with the principles and features described herein.

[0035] The present subject matter discloses a blended wing body (BWB) tail-sitting unmanned aerial vehicle (UAV). The design of the BWB tail-sitting UAV includes adapting a blended wing body (BWB) architecture to a tail-sitting aircraft. The BWB architecture comprises a fuselage and a pair of wings. The fuselage and the pair of wings are integrated so that there is no distinct demarcation between the fuselage and the wings. In other words, the fuselage and the wings are seamlessly integrated into the BWB architecture. The advantage of the BWB architecture is that it is more fuel efficient than conventional barrel-wing aircraft. In an aircraft utilizing the BWB architecture, the fuselage, defined as the central 50% of the fuselage, generates more than half of the lift of the aircraft in forward flight, thereby matching the lift distribution with the weight distribution to eliminate wing bending forces experienced by the aircraft. The resulting reduction in wing bending forces enables the aircraft to achieve longer flight distances, thereby improving transport range.

[0036] A tail-sit aircraft is an aircraft capable of taking off vertically and transitioning from a vertical to a horizontal orientation throughout its entire fuselage. In a tail-sit aircraft, the entire frame rotates during flight to switch between vertical and horizontal flight modes. In other words, the fuselage and wings transition from vertical to horizontal simultaneously. In traditional vertical take-off and landing (VTOL) aircraft, the fuselage remains horizontal, only becoming vertical during takeoff and landing. In a tail-sit aircraft, however, the orientation of the entire fuselage and wings changes between takeoff and flight. Therefore, tail-sit aircraft eliminate the complex and cumbersome transition mechanisms used by other hybrid fixed-wing / VTOL drones, enabling efficient, long-distance flight with fewer landings. Furthermore, compared to basic rotary-wing drones, tail-sit aircraft can reach higher altitudes, making them ideal for high-altitude, long-distance transport missions. However, tail-sit aircraft present stability challenges. A lighter frame structure can achieve greater stability.

[0037] To overcome the aforementioned technical challenges of tail-sit aircraft, this disclosure proposes a solution that combines a blended wing-body (BWB) frame structure with a tail-sit configuration. The BWB frame structure is an aircraft design concept that combines the fuselage and wings into a unified, smoothly blended form. Unlike traditional aircraft designs where the wings are attached to a separate fuselage, the BWB integrates the wings and fuselage into a single aerodynamic structure. The resulting design resembles a flying wing with a wider, blended form.

[0038] The blended wing body (BWB) frame structure can use fewer components for flight, thereby forming a lightweight frame structure. When the lightweight BWB frame structure is combined with a tail-sit configuration, an aircraft with high stability and capable of long-distance transportation can be formed. In addition, the present disclosure provides a small amount of negative lift to maintain the stability of the aircraft during flight by setting a camber at the trailing edge of the BWB frame structure. The camber design compensates for the lack of stability of tail-sit aircraft due to the lack of conventional aircraft tail fins. Therefore, the combination of the BWB frame structure and the tail-sit operating characteristics forms an efficient BWB tail-sit unmanned aerial vehicle that can serve long-distance transportation.

[0039] The chassis is the structural component of an aircraft that bears both flight and ground loads. It forms the basic structure of the aircraft, including the wings, fuselage, elevons, and winglets. The aircraft is composed of the chassis, electronic modules, navigation systems, and other essential flight systems.

[0040] According to some embodiments of the present disclosure, the hybrid wing, body, and tail-sitting UAV includes a chassis that may include: a pair of wings, a pair of flaps, a plurality of elevons, two or more propulsion devices, and an electronic module for controlling the operation of the hybrid wing, body, and tail-sitting UAV.

[0041] According to some embodiments of the present disclosure, the pair of wings comprises symmetrical split scimitar wings. Each wing in the pair includes identical upper and lower winglets. The upper winglet is connected to the lower winglet at the wingtip. The winglets of the symmetrical split scimitar wings are designed to support the majority of the weight of the hybrid-wing, body-and-tail-sitting UAV during takeoff and landing. Specifically, when the hybrid-wing, body-and-tail-sitting UAV is in a vertical attitude, the winglets support the majority of the weight of the hybrid-wing, body-and-tail-sitting UAV. For example, during takeoff and landing, the winglets can support at least 60 percent of the weight of the hybrid-wing, body-and-tail-sitting UAV. Furthermore, the winglets perform dual functions: they serve as landing gear to ensure a safe landing of the hybrid-wing, body-and-tail-sitting UAV and reduce air resistance during horizontal flight. It should be noted that the split scimitar wings improve the aerodynamic efficiency of the aircraft while maintaining structural integrity.

[0042] In another embodiment, the pair of wings may include specialized winglets. These winglets are designed with special features to allow the aircraft to land on them. These specialized winglets are designed with additional structural reinforcements and flat or extended surfaces to facilitate contact with the ground during landing. The concept is to use the winglets as extensions of the landing gear, providing additional support during landing.

[0043] According to some embodiments of the present disclosure, the hybrid-wing-body-tail-sitting UAV includes a pair of flaps. The flaps provide support for the hybrid-wing-body-tail-sitting UAV during takeoff and landing, and are used to secure and release cargo. The flaps can also be configured to provide support for the hybrid-wing-body-tail-sitting UAV during horizontal flight. The flaps are connected to the hybrid-wing-body frame and are opened or retracted during the initial takeoff phase to provide stability for the hybrid-wing-body-tail-sitting UAV. After takeoff, the flaps are closed before transitioning to horizontal flight mode. In some embodiments, the flaps can remain opened during horizontal flight in strong airflow conditions to provide stability. In addition, the flaps are opened during landing. The opened flaps serve as the hybrid-wing-body-tail-sitting UAV's landing gear, providing ground clearance during landing. The flaps can also be used for loading and unloading payloads. The flaps are opened to secure the payload within the hybrid-wing-body frame and release it at the destination.

[0044] In another embodiment, the pair of flaps may be designed to provide support to the aircraft when the aircraft is in a vertical attitude. These flaps are configured to work in conjunction with the pair of winglets to jointly bear part of the weight of the aircraft.

[0045] According to some embodiments of the present disclosure, the hybrid wing-body tail-sitting UAV may be equipped with multiple elevons on the pair of wings to provide pitch and roll control for the hybrid wing-body tail-sitting UAV. The elevons typically combine the pitch control function of the elevator with the roll control function of the aileron. The hybrid wing-body frame also includes a propulsion device or propulsion system having at least a pair of propellers to provide the hybrid wing-body tail-sitting UAV with the thrust required for flight.

[0046] The propulsion device may include at least one of the following components: a propeller and an electric motor. The propeller may include a plurality of blades that rotate to generate thrust through the air.

[0047] In one embodiment, the propulsion device may be a vector propulsion system. The rotation of the vector propulsion system can enhance the effect of multiple elevons to generate restoring torque to maintain stability during horizontal and vertical flight modes and horizontal and vertical attitude transitions. The vector propulsion system can utilize control linkages to amplify the torque provided by the actuators.

[0048] In certain embodiments, the rotation of the propellers can be used to control multiple elevons, generating a thrust vector or restoring torque as required by the hybrid wing, body, and tail-mounted unmanned aerial vehicle. The generated thrust vector enables the hybrid wing, body, and tail-mounted unmanned aerial vehicle to transition from a vertical takeoff attitude to a horizontal flight attitude, and from a horizontal flight attitude to a vertical flight or landing attitude. In some embodiments, the propulsion device or propulsion system includes a torque multiplier that provides the torque required to rotate the propellers, thereby controlling the operation of the elevons. The torque multiplier can be controlled by one or more servo motors.

[0049] The various embodiments of the present disclosure will be referred to Figures 1A to 3 Provide explanation.

[0050] Figure 1A A front view 100 -A of a hybrid wing-body tail-sit UAV with flaps closed (deployed) is shown according to one embodiment of the present subject matter.

[0051] See Figure 1A An aircraft 100 or a hybrid wing-body tail-sitting unmanned aerial vehicle 100 or unmanned aerial vehicle 100 includes a fuselage 102, a pair of propellers 104, a plurality of elevons 106, a pair of flaps 108-A and 108-B, a pair of wings 110, and a pair of winglets 112A and 112B. The fuselage 102 and the pair of wings 110 are integrated to form a hybrid wing-body frame, without a clear boundary between the fuselage 102 and the pair of wings 110. This hybrid wing-body frame has the following advantages: 1. Over 50% of the flight lift is generated in the mid-section of the fuselage; 2. The absence of a traditional wing-body joint reduces the wetted area, thereby reducing drag.

[0052] In some embodiments, the hybrid wing-body frame may include a wide airfoil body. This wide airfoil body enables the entire UAV 100 or aircraft 100 to generate the lift required for flight, thereby achieving aerodynamic efficiency by reducing the wing size while maintaining an effective lift distribution. The reduced wing size provides a lift distribution that approaches an ideal elliptical lift distribution, thereby reducing the air resistance experienced by the wing.

[0053] In one embodiment, the fuselage may have at least one of an elliptical, oval, or belly-shaped structure. This design improves aerodynamic efficiency and fuel economy by reducing drag.

[0054] See Figure 1AThe pair of propellers 104 can provide lift during horizontal and vertical flight, control airflow to the plurality of elevons 106, and provide yaw and differential thrust during vertical and horizontal flight. In some embodiments, the aircraft 100 may include a propulsion device with an electric propulsion system for controlling the operation of the propellers 104 and thus the operation of the plurality of elevons 106. The rotation generated by the electric propulsion system controls the plurality of elevons 106 to generate the thrust vector required to maintain the stability of the aircraft or UAV 100 and to enable the UAV 100 to transition from a vertical attitude to a horizontal attitude.

[0055] In some embodiments, the electric propulsion system may include a torque multiplier for generating the torque required to rotate the propeller 104. The rotation of the propeller 104 controls the movement of the plurality of elevons 106 to generate the desired thrust vector. In some embodiments, the torque multiplier may be controlled by one or more servo motors. Figure 1A The propellers 104 may include, but are not limited to, fixed-pitch propellers, variable-pitch propellers, self-tightening propellers, contra-rotating propellers, and folding propellers. In an exemplary embodiment, the propellers 104 may vary in length from 10 to 20 inches and be driven by motors rated at 400 to 600 kilovolts. In some embodiments, the UAV 100 may include more than two propellers 104 to generate the desired lift.

[0056] See Figure 1A , the elevons 106 or the tail rudder are a combination of an elevator with a pitch control function and an aileron with a roll control function. In some embodiments, the elevons 106 can be mounted on the trailing edge of the wing 110. When the elevons 106 move in the same direction (upward or downward at the same time), a pitch moment, such as a nose-up or nose-down moment, is generated on the hybrid wing-body frame. On the other hand, when the elevons 106 move differentially (for example, one up and one down), a rolling moment acting on the hybrid wing-body frame is generated. In some embodiments, the elevons 106 are controlled by a propulsion device to generate the thrust vector required for the flight of the unmanned aerial vehicle 100 and to achieve the conversion of the unmanned aerial vehicle 100 from a vertical attitude to a horizontal attitude.

[0057] See Figure 1AA pair of flaps, or cargo compartment flaps 108-A and 108-B, connected to the fuselage 102 are designed to assist in takeoff, landing, cargo securing, and release operations. In some embodiments, the pair of flaps 108-A and 108-B are configured to be retracted or extended during takeoff and landing, ensuring both stability during takeoff and ground clearance during landing. In addition, the pair of flaps 108-A and 108-B are maintained in a spaced-apart position during landing to prevent the flaps 108-A and 108-B from contacting each other. Opening the pair of flaps 108-A and 108-B during takeoff can reduce the area of ​​the drone or unmanned aerial vehicle 100 affected by wind during vertical flight. Opening the pair of flaps 108-A and 108-B during landing enables the unmanned aerial vehicle 100 to land while reducing the size of the winglets.

[0058] In some embodiments, when the pair of flaps 108-A, 108-B are in the extended or closed attitude, they extend longitudinally beyond the chord length of the pair of wings 110 and winglets 112-A, 112-B, such as Figure 1D When the UAV 100 is in a horizontal attitude, the pair of flaps 108-A and 108-B are configured to be in an extended attitude or a closed attitude. In some embodiments, when the UAV 100 encounters strong winds or air currents during flight, such as in a horizontal attitude, the pair of flaps 108-A and 108-B are configured to be in a retracted attitude or an extended attitude to provide stability to the UAV 100. In some embodiments, the pair of flaps 108-A and 108-B can be connected to the hybrid wing-body frame via a hinge, and the positioning of the pair of flaps 108-A and 108-B is controlled by one or more servo motors. In an exemplary embodiment, the pair of flaps 108-A and 108-B are deployed during vertical takeoff, closed before transitioning to horizontal flight, and maintained in a closed state during horizontal flight.

[0059] In some embodiments, flaps 108-A and 108-B are used to form openings in UAV 100 to facilitate securing and releasing a payload or cargo within the hybrid wing-body frame. The payload or cargo may be secured using a latch mechanism, including but not limited to a tension latch, a magnetic latch, a gravity latch, a cam latch, an edge latch, a strike latch, a sliding latch, a flat latch, or a hook. The flaps 108-A and 108-B may be remotely opened and closed by controlling one or more servo motors connected to the flaps 108-A and 108-B.

[0060] In an exemplary embodiment, UAV 100 may be powered by six batteries connected in series. These batteries may include, but are not limited to, nickel-cadmium batteries, lithium-polymer batteries, and lithium-ion batteries. In some embodiments, when the drone or UAV 100 loses power, flaps 108-A and 108-B may be manually operated.

[0061] See Figure 1A The pair of wings 110 or wings 110 include symmetrical split scimitar wings. The wings 110 provide structural and functional support for the UAV 100. In some embodiments, each wing of the pair of wings 110 includes an identical lower winglet 112-A and an upper winglet 112-B, see Figure 1B , wherein the lower wingtip winglet 112-A ( Figure 1B ) at the wing tip and the upper winglet 112-B ( Figure 1B ) connection. In some embodiments, the ends of the lower winglet 112-A and the upper winglet 112-B are used to provide a surface that can bear the weight of the aircraft 100. The wing surface can be a monocoque structure with an internal frame including ribs and spar structures.

[0062] In some embodiments, the hybrid wing-body frame and the pair of wings 110 may be manufactured using a composite monocoque structure. For example, the monocoque structure may be composed of fiber reinforced plastic (FRP), such as carbon fiber, aramid, or glass fiber in a resin matrix. In some embodiments, the monocoque structure may be supported by an internal structure comprising ribs and spars, wherein the ribs and spars provide enhanced rigidity to the monocoque structure. In some embodiments, portions of the monocoque structure and the internal structure may be manufactured using sandwich panels. The sandwich panels include a lightweight core material and rigid panels. The rigid panels may be located on one side of the lightweight core material or on both sides of the lightweight core material. In an exemplary embodiment, the lightweight core material may include Nomex or foam material, and the rigid panels may include balsa wood.

[0063] See Figure 1A The UAV 100 includes a tail-sit vehicle function during takeoff and landing. Therefore, the combination of the hybrid wing-body frame and the tail-sit vehicle function enables the UAV 100 to have the ability to transport cargo or packages over long distances.

[0064] In some embodiments, the transport range of the UAV 100 or the transport range R can be determined by the following formula: Where E* represents the energy per unit mass of the battery, η total represents the total efficiency (including battery, motor, gearbox and propeller), g represents the acceleration due to gravity (9.81 m / s2), (L / D) represents the lift-to-drag ratio of the unmanned aerial vehicle, m battery represents the mass of the battery, and m represents the total mass of the aircraft.

[0065] In an exemplary embodiment, the UAV 100 uses 5Ah 21700 lithium-ion batteries in a 3-in-2 parallel configuration, has a total weight of 2.5 kg, and a lift-to-drag ratio (L / D) of 11.8, which can achieve a transport range of approximately 171.8 kilometers.

[0066] Figure 1B A side view 100 -B of a hybrid wing-body tail-sit UAV 100 is shown with flaps closed, according to one embodiment of the present subject matter.

[0067] See Figure 1B , shows a side view 100-B of the UAV 100 having a lower winglet 112-A and an upper winglet 112-B. Figure 1D As shown, the lower winglet 112-A and the upper winglet 112-B have the same structure and are connected to the wingtips 114 of the pair of wings 110. The winglets 112-A and 112-B provide structural and functional support for the unmanned aerial vehicle 100. During takeoff and landing, the winglets 112-A and 112-B support at least 60 percent of the total weight of the unmanned aerial vehicle 100. In addition, the wings 110 and the winglets 112-A and 112-B form a symmetrical split scimitar airfoil. This airfoil can reduce the air resistance experienced by the wings 110 during horizontal flight, that is, when the unmanned aerial vehicle 100 is flying in a horizontal posture, thereby enabling the unmanned aerial vehicle 100 to have a longer transport range. For example, the unmanned aerial vehicle 100 can be used to transport blood parcels in rural areas, where other transportation methods are difficult to implement due to long distances and insufficient infrastructure.

[0068] Figure 1C A top view 100 -C of the hybrid wing-body tail-sit UAV 100 is shown with the pair of flaps 108 -A, 108 -B closed, according to one embodiment of the present subject matter.

[0069] See Figure 1C , showing the pair of wings 110 and their winglets 112-A and 112-B in a split scimitar configuration.

[0070] Figure 1D An isometric view 100 -D of the blended-wing-body tail-sit UAV 100 is shown with the pair of flaps 108 -A, 108 -B closed, according to one embodiment of the present subject matter.

[0071] See Figure 1D , showing the pair of wings 110 in a split scimitar configuration. Each wing of the pair of wings 110 includes winglets 112-A and 112-B, which are connected to each other at a wingtip 114. The winglets 112-A and 112-B are of the same shape and size, forming a symmetrical split scimitar configuration. Figure 1DThe pair of flaps 108-A, 108-B, in either the closed or extended configuration, extend longitudinally beyond the chord length of the wing 110 and winglets 112-A, 112-B. In other words, when the aircraft is in vertical flight, the pair of flaps are in the extended configuration. The vertical extension of the pair of flaps extends below the winglets or other landing gear. The chord length of the wing and winglets can be defined as the respective longitudinal lengths of the wing and winglets along the length of the blended wing-body frame.

[0072] Figure 2A A front view 200 -A of a hybrid wing-body tail-sit UAV 100 is shown with flaps deployed, according to one embodiment of the present subject matter.

[0073] See Figure 2A , the pair of flaps 108-A and 108-B are deployed into the internal space of the hybrid wing-body frame to enable cargo loading. In some embodiments, the cargo can be secured by a latch mechanism inside the hybrid wing-body frame. After the cargo is secured, the pair of flaps 108-A and 108-B can remain open to provide stability during vertical takeoff, and close before transitioning to horizontal flight and remain closed during the flight. When the unmanned aerial vehicle 100 arrives at the desired location, the pair of flaps 108-A and 108-B can be opened again. The opening of the pair of flaps 108-A and 108-B enables cargo delivery and assists the landing process of the unmanned aerial vehicle 100. In some embodiments, the unmanned aerial vehicle 100 can land at a target location fully loaded, at which point the flaps 108-A and 108-B are deployed to release the cargo after landing at the destination.

[0074] In some embodiments, cargo can be released during the flight attitude transition, allowing the UAV 100 to land unladen. In some embodiments, the UAV 100 can drop cargo at multiple target locations before returning to the base station. For example, the UAV 100 can initially be in horizontal flight. Upon reaching the first target location, the UAV 100 briefly transitions from horizontal to vertical flight, deploys the pair of flaps 108-A and 108-B, and drops cargo. The UAV 100 then resumes horizontal flight and proceeds to the second target location, thereby achieving multi-point cargo delivery.

[0075] Figure 2B A side view 200 -B of the blended-wing-body tail-sit UAV 100 is shown with the pair of flaps 108 -A, 108 -B opened, according to one embodiment of the present subject matter.

[0076] Figure 2C A top view 200 -C of the hybrid wing-body tail-sit UAV 100 is shown with the pair of flaps 108 -A, 108 -B opened, according to one embodiment of the present subject matter.

[0077] Figure 2DAn isometric view 200 -D of the blended-wing-body tail-sit UAV 100 is shown with the pair of flaps 108 -A, 108 -B open, according to one embodiment of the present subject matter.

[0078] Figure 3 A high-level functional block diagram of a hybrid wing-body tail-sit UAV is shown, according to one embodiment of the present subject matter.

[0079] See Figure 3 , shows an unmanned aerial vehicle 100 including a flight computer 302, a gyro-stabilized observation platform 304, a mission and payload controller 306, and a communication module 308. In some embodiments, the flight computer 302 guides the unmanned aerial vehicle 100 to the next waypoint based on at least static and dynamic pressure information provided by an air data system and roll, pitch, and yaw data provided by an attitude and heading reference system (AHRS). The flight computer 302 can also control the payload of the unmanned aerial vehicle 100 and enable communication with a base station or ground control station.

[0080] The flight computer 302, serving as the central processing unit, is responsible for managing and controlling all aspects of the UAV's flight, navigation, and overall operation. The flight computer 302 processes data from sensors, directs the flight of the UAV 100, and executes the flight plan. The gyro-stabilized observation platform 304 enhances stability and provides a stable observation platform, ensuring the accuracy of data collection and payload delivery. This helps stabilize the UAV's observation capabilities, particularly during observation or surveillance missions. The mission and payload controller 306 manages specific missions and controls the payloads carried by the UAV 100. It ensures that the UAV 100 executes its assigned mission and monitors the delivery and operation of its payloads.

[0081] In addition, the communication module 308 can realize communication between the UAV 100 and a base station (not shown), supporting data exchange, control signals and status updates. The communication module 308 can include a variety of communication technologies, including fourth-generation (4G), fifth-generation (5G) or sixth-generation (6G) mobile communication modules and satellite communication modules. Mobile communication is suitable for areas with cellular network coverage and can provide high-speed data transmission and low-latency communication. The satellite communication module is suitable for areas without mobile communication coverage to ensure continuous communication and control. The satellite communication module enables the UAV to operate in remote or isolated areas where ground communication infrastructure is limited.

[0082] Figure 4 The hybrid wing-body tail-sit UAV 100 is shown in a vertical take-off state according to one embodiment of the present subject matter.

[0083] See Figure 4Vertical takeoff 400 illustrates different attitudes of the UAV 100 as it transitions from a vertical attitude on the ground to a horizontal flight attitude. In an exemplary embodiment, the UAV 100 in a first attitude 402 stands vertically on the ground by resting on the winglets 112-A and 112-B, with the pair of flaps 108-A and 108-B either extended or retracted. In the first attitude 402, the UAV 100 is in a tail-sit configuration, launching vertically in a rocket-like manner. In an exemplary embodiment, the pair of flaps 108-A and 108-B remain extended until the UAV 100 reaches a specific altitude 408 required for horizontal flight 410. During the transition 408 of the UAV 100 to horizontal flight 410, the pair of flaps 108-A and 108-B close. In some embodiments, the UAV 100 transitions from the vertical attitude to the horizontal attitude by rotating about its pitch axis.

[0084] In another embodiment, the UAV 100 may close the flaps when transitioning from a vertical attitude to a horizontal attitude. In yet another embodiment, the UAV 100 may immediately close the flaps when starting vertical flight.

[0085] Figure 5 FIG. 1 shows a vertical landing state of a hybrid wing-body tail-sit UAV according to one embodiment of the present subject matter.

[0086] See Figure 5 , landing phase 500 illustrates different attitudes of the UAV 100 as it transitions from horizontal flight to a vertical landing on the ground. In some embodiments, the pair of flaps 108-A, 108-B of the UAV 100 in horizontal flight 502 may be closed or deployed. Instances 502, 504, and 506 illustrate the pair of flaps 108-A, 108-B in a closed position. Additionally, instances 508 and 510 illustrate the pair of flaps being deployed or retracted before the UAV touches down. The pair of flaps 108-A, 108-B in the open position provide ground clearance for the vertical landing 510. The UAV 100 lands on the ground in a tail-seat configuration with the winglets 112-A, 112-B vertically seated.

[0087] In other embodiments, after the UAV 100 is converted from the horizontal flight mode to the vertical flight mode, the pair of flaps may be retracted to achieve better landing of the UAV 100 .

[0088] Advantages of various embodiments include: A longer transport range is achieved based on the hybrid wing-body frame. The hybrid wing-body frame provides the majority of the required lift for the drone or unmanned aerial vehicle 100, thereby reducing the drag associated with the large wing and extending the flight range. Furthermore, the use of flaps 108-A and 108-B during takeoff and landing can further reduce wing size. The symmetrical split scimitar wing 110 design reduces the air resistance of the wing 110, enabling the unmanned aerial vehicle 100 to achieve longer flight distances.

[0089] Although this document focuses on describing the preferred embodiment, it should be understood that many embodiments may be designed, and that many modifications may be made to the preferred embodiment without departing from the principles of the present disclosure. Those skilled in the art will readily appreciate these and other modifications to the preferred embodiment from this disclosure, and it should be clearly understood that the foregoing description is intended only as an illustrative embodiment of the present disclosure and is not intended to limit the present disclosure.

Claims

1. An aircraft, comprising: The chassis includes: two or more propellers; a pair of wings; as well as The fuselage is integrated with the pair of wings to form a blended wing body (BWB) structure, wherein the frame is converted between a vertical flight mode and a horizontal flight mode during flight.

2. The aircraft according to claim 1, characterized in that The pair of wings consist of split scimitar wings.

3. The aircraft according to claim 1, characterized in that Also included is a pair of flaps connected to the fuselage, the pair of flaps being designed to facilitate at least one of takeoff, landing, cargo securing, and cargo release operations.

4. The aircraft according to claim 1, characterized in that The invention also includes a plurality of elevons, wherein the rotation of the propeller controls the plurality of elevons to generate a thrust vector, so as to maintain the stability of the aircraft and realize the conversion of the aircraft from a vertical attitude to a horizontal attitude.

5. The aircraft according to claim 3, characterized in that The pair of flaps has two postures, including an extended posture and a retracted posture.

6. The aircraft according to claim 5, characterized in that The pair of flaps are configured to be in a retracted attitude during takeoff and landing to ensure ground clearance upon landing and to maintain a spaced position to prevent contact between the flaps.

7. The aircraft according to claim 5, characterized in that When the pair of flaps are in the deployed attitude, they extend vertically below the pair of wings and the winglets.

8. The aircraft according to claim 6, characterized in that When the aircraft is in a horizontal attitude, the pair of flaps is configured to be in a deployed attitude.

9. The aircraft according to claim 5, characterized in that The attitude of the pair of flaps is controlled by a linkage connected to one or more servo motors.

10. The aircraft according to claim 1, characterized in that It is further configured to operate in a tail-seat configuration during vertical takeoff and landing.

11. The aircraft according to claim 1, characterized in that One of the pair of wings includes a lower winglet and an upper winglet, the lower winglet being identical to the upper winglet, and the lower winglet being connected to the upper winglet at the wing tip.

12. The aircraft according to claim 11, characterized in that The lower and upper winglets carry at least sixty percent of the total weight of the aircraft in a vertical attitude.

13. The aircraft according to claim 1, characterized in that The two or more propellers include a torque multiplier controlled by one or more servo motors.

14. A chassis for an aircraft, the chassis comprising: a fuselage integrated with a pair of wings to form a blended wing body (BWB) structure; a pair of flaps connected to the fuselage; as well as Two or more propellers.

15. The machine frame according to claim 14, wherein: One wing in the pair contains: A lower winglet and an upper winglet, wherein the lower winglet is identical to the upper winglet and the lower winglet is connected to the upper winglet at the wing tip.

16. The machine frame according to claim 14, wherein: Also includes: A plurality of elevons are connected to the frame.

17. The machine frame according to claim 14, wherein: It further employs a composite monocoque construction using fiber reinforced plastic (FRP) materials such as carbon fiber, aramid or glass fiber embedded in a resin matrix.

18. The aircraft according to claim 17, characterized in that The composite monocoque is reinforced with an internal structure comprising ribs and spars to increase stiffness.

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