Variable-structure vertical take-off and landing aircraft

Abstract

A variable-structure vertical take-off and landing aircraft comprises an aircraft body, first connecting rods are arranged on the two sides of an aircraft head of the aircraft body respectively, tilting steering engines are arranged on the front sides of the first connecting rods, the tilting steering engines are connected with front motors, and the front motors are connected with rotors; a front wing is arranged behind the first connecting rod, one end of the front wing is connected with the fuselage, the other end of the front wing is rotatably connected with one end of a front-rear wing connecting rod, the other end of the front-rear wing connecting rod is hinged to a rear wing, and the rear wing is slidably arranged at the rear end of the fuselage; a second connecting rod is arranged at the tail of the fuselage, one end of the second connecting rod is connected with the fuselage, the other end of the second connecting rod is connected with the empennage, and a rear motor and a rotor wing connected with the rear motor are arranged on the second connecting rod. The positions of the rear wings can be changed in the air, different sweep angles have different lift-drag ratios, different flight speeds are achieved during level flight, and the task target that one aircraft has multiple purposes is achieved.

Description

Technical Field

[0001] The utility model relates to the field of fixed-wing aircraft, in particular to a fixed-wing aircraft with a variable-joint structure and a vertical take-off and landing function. Background Art

[0002] For the current single-engine fixed-wing UAV, the conventional layout has the engine located at the nose or tail, and the wings are fixed on both sides of the fuselage. It takes a long taxiing distance for takeoff and landing, and requires a dedicated runway. It is difficult to take off and land in many narrow takeoff spaces, and single-engine fixed-wing UAVs cannot be used; switchblade UAVs use catapult takeoff and fold and unfold wings for easy transportation, but their functions are single and their aerodynamic performance is greatly limited; and multi-rotor vertical take-off and landing UAVs have low requirements for take-off and landing, but their endurance is low. Therefore, there are various structures of domestic and foreign model aircraft, and different model aircraft can meet different needs, but it is impossible to use one aircraft to meet multiple needs.

[0003] In view of the above problems, this solution uses three rotors to make it take off and land vertically, saving a lot of space to adapt to more flight occasions, such as lush forests, warships and aircraft carriers with limited space, battlefields with complex terrain, etc. During aerial operations, the model aircraft flight mode can be switched to three-rotor mode, allowing the aircraft to hover in the air to meet the mission objectives of fixed-point delivery, shooting and monitoring, etc.

[0004] In order to have the advantages of flexible vertical take-off and landing and multiple changes in structure in the air, the aircraft designed in this scheme can change the position of the rear wing in the air. Different sweep angles have different lift-to-drag ratios, and different flight speeds in level flight, achieving the mission goal of one aircraft with multiple uses. High-speed flight can quickly reach the designated combat position and handle emergencies; medium-speed flight has strong comprehensive combat capabilities and meets special needs; low-speed flight can accurately deliver supplies. The lift-to-drag ratio of the aircraft in this scheme is higher than that of the aircraft model with the same wing area, which is more labor-saving in level flight and ascending altitude. At the same time, it is lighter in weight, requires less thrust to obtain the same lift, has a longer range with the same power, saves energy, and has high economic benefits. Summary of the invention

[0005] The purpose of the utility model is to solve the above-mentioned problems in the prior art and to provide a variable structure vertical take-off and landing aircraft, which has the advantages of flexible vertical take-off and landing and multiple changes of structure in the air.

[0006] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0007] A variable structure vertical take-off and landing aircraft comprises a fuselage, wherein first connecting rods are respectively provided on both sides of the nose of the fuselage, and a tilting servo is provided on the front side of the first connecting rod, wherein the tilting servo is connected to a front motor, and the front motor is connected to a rotor; a front wing is provided behind the first connecting rod, wherein one end of the front wing is connected to the fuselage, and the other end of the front wing is rotationally connected to one end of a front and rear wing connecting rod, and the other end of the front and rear wing connecting rod is hinged to a rear wing, and the rear wing is slidably arranged at the rear end of the fuselage; a second connecting rod is provided at the tail of the fuselage, wherein one end of the second connecting rod is connected to the fuselage, and the other end of the second connecting rod is connected to the tail, and a rear motor and a rotor connected to the rear motor are provided on the second connecting rod.

[0008] The rear wing is slidably connected to the fuselage through a transmission device, and the transmission device includes a transmission plate, a synchronous belt, a transmission shaft and a transmission servo. The transmission plate is arranged at the connection between the rear wing and the fuselage. The transmission plate transversely penetrates the fuselage and the fuselage is provided with a space for the transmission plate to move forward and backward. Both sides of the transmission plate are hinged to the rear wing, the middle part of the transmission plate is fixedly connected to the synchronous belt, one end of the synchronous belt is connected to the transmission servo, and the other end of the synchronous belt is connected to the transmission shaft, thereby driving the transmission plate to move forward and backward along the fuselage.

[0009] The other end of the front wing is provided with a bearing connector, the lower end of the bearing connector is connected with an L-shaped connector, and the L-shaped connector is hinged to the front and rear wing connecting rods.

[0010] A front wing load-bearing carbon plate is provided at the position where one end of the front wing is connected to the fuselage, and the front wing is connected to the front wing load-bearing carbon plate.

[0011] The front and rear wing connecting rods are made of carbon fiber material.

[0012] Compared with the prior art, the beneficial effects achieved by the technical solution of the utility model are:

[0013] The utility model can change the position of the rear wing in the air, and different sweep angles have different lift-to-drag ratios. It has different flight speeds in level flight, achieving the mission goal of one aircraft with multiple uses. High-speed flight can quickly reach the designated combat position and handle emergencies; medium-speed flight has strong comprehensive combat capabilities and meets special needs; low-speed flight can accurately deliver supplies. Compared with aircraft models with the same wing area, the utility model has a higher lift-to-drag ratio, is more labor-saving in level flight and ascending altitude, and is lighter in weight. The thrust required to obtain the same lift is smaller, the range is longer with the same power, energy saving, and high economic benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0015] Figure 2 It is a schematic diagram of the structure of the fuselage;

[0016] Figure 3 It is the work flow chart of the utility model.

[0017] Figure numerals: fuselage 1, tilt servo 2, bearing connector 3, L-shaped connector 4, front and rear wing connecting rod 5, tail 6, transmission plate 7, first connecting rod 8, front wing load-bearing carbon plate 9, second connecting rod 10, rear motor 11, transmission shaft 12, transmission servo 13, front wing 14, rear wing 15. DETAILED DESCRIPTION

[0018] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention clearer and more understandable, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments.

[0019] See also Figures 1 to 3 The utility model discloses a variable structure vertical take-off and landing aircraft, comprising a fuselage 1, first connecting rods 8 are respectively provided on both sides of the nose of the fuselage 1, a tilting servo 2 is provided on the front side of the first connecting rod 8, the tilting servo 2 is connected to a front motor, and the front motor is connected to a rotor;

[0020] A front wing 14 is provided at the rear of the first connecting rod 8, one end of the front wing 14 is connected to the fuselage 1, the other end of the front wing 14 is rotatably connected to one end of the front and rear wing connecting rod 5, the other end of the front and rear wing connecting rod 5 is hinged to the rear wing 15, the rear wing 15 is provided at the rear end of the fuselage 1, a transmission plate 7 is provided at the connection between the rear wing 15 and the fuselage 1, the transmission plate 7 horizontally penetrates the fuselage 1 and the fuselage 1 is provided with a space for the transmission plate 7 to move forward and backward, both sides of the transmission plate 7 are hinged to the rear wing 15, the middle part of the transmission plate 7 is fixedly connected to the synchronous belt, one end of the synchronous belt is connected to the transmission servo 13, and the other end of the synchronous belt is connected to the transmission shaft 12, thereby driving the transmission plate 7 to move forward and backward along the fuselage 1; specifically, the transmission shaft 12 is provided at the front part of the fuselage, and the transmission servo 13 is provided at the rear part of the fuselage.

[0021] A second connecting rod 10 is provided at the tail of the fuselage 1 , one end of the second connecting rod 10 is connected to the fuselage 1 , the other end of the second connecting rod 10 is connected to the tail 6 , and a rear motor 11 and a rotor connected to the rear motor 11 are provided on the second connecting rod 10 .

[0022] Specifically, a bearing connector 3 is disposed at the other end of the front wing 14 , and an L-shaped connector 4 is disposed at the lower end of the bearing connector 3 . The L-shaped connector 4 is hinged to the front and rear wing connecting rods 5 .

[0023] Specifically, a front wing load-bearing carbon plate 9 is provided at the place where one end of the front wing 14 is connected to the fuselage 1, and the front wing 14 is connected to the front wing load-bearing carbon plate 9; more specifically, the front wing 14 is connected to the front wing load-bearing carbon plate 9 via a rotating shaft.

[0024] Specifically, the front and rear wing connecting rods 5 are made of carbon fiber material to ensure the strength requirement of the aircraft. The outer shell of the aircraft can be composed of skin and basswood plywood, so that the airflow will not pass through the fuselage, thereby generating lift.

[0025] To strengthen the connection, the rear wing 15 transmission plate 7 is fixed to both sides of the rear wing 15 using upper and lower layers of carbon plates.

[0026] The utility model adopts a three-rotor structure, two rotors are placed in front, and the third rotor is placed on the central axis of the aircraft. The motor layout is an isosceles triangle. When taking off, the three-rotor flight mode is adopted, and it can take off and land in a small space without a model aircraft takeoff runway, and has high maneuverability.

[0027] The utility model drives the rear wing 15 to change through the transmission device, and can be folded for easy transportation: due to the long wingspan, it occupies a large space during transportation and is not convenient for transportation and storage. At this time, the two first connecting rods 8 at the front end can be removed, and the front wing 14 can rotate around the rotating shaft near the fuselage 1 at its rear, so that the front wing 14 is close to the fuselage 1, and the rear wing 15 is close to the end of the fuselage 1 and slides forward, thereby reducing the width of the entire fuselage 1, saving a lot of space, and achieving the purpose of portable storage.

[0028] The principle of the utility model is as follows:

[0029] The utility model does not need a long runway and can take off and land vertically on the spot. It is a multi-purpose surveillance aircraft. The aircraft adopts a three-rotor mode for vertical takeoff, which is achieved by motors distributed in an isosceles triangle. The tilt motors distributed symmetrically with the fuselage 1 output a 90° steering angle. At the same time, the two front motors are installed on the motor seat on the tilt servo 2, and the tilt servo 2 is connected to the fuselage 1 through the first connecting rod 8; after rising to a certain height, it changes to a level flight mode, and the tilt servo 2 drives the front motor and the propeller to tilt forward to provide forward pulling force. The horizontal speed of the aircraft continues to increase, and the airspeed is monitored by the speedometer of the flight control. The rear motor 11 gradually stops rotating. When the airspeed reaches the current shape threshold, the rear motor 11 stops completely, reaching the model aircraft flight mode.

[0030] When flying in the air, in order to meet different needs, the rear wing 15 can move forward and backward. Different sweep angles have different lift-to-drag ratios and different flight speeds during level flight, thereby achieving the mission goal of one aircraft with multiple uses. The front wing 14 is connected to the rear wing 15 through the front and rear wing connecting rods 5. The front wing 14 is connected to the front and rear wing connecting rods 5 by the L-shaped connecting piece 4, and is connected to the fuselage 1 through the front wing load-bearing carbon plate 9, and can rotate 90° around the wing root. The front and rear wing connecting rods 5 are connected to the rear wing 15 through hinges. The fuselage 1 is connected to the rear wings 15 on both sides through the transmission plate 7. At the same time, the transmission plate 7 runs through the fuselage 1 and can move linearly in the horizontal direction of the fuselage 1. When the aircraft is cruising in the air, the ground station sends a signal to control the transmission servo 13 to work, driving the synchronous belt connected to the transmission shaft 12, so that the transmission plate 7 connected to the synchronous belt moves forward and backward, thereby changing the wing root position of the rear wing 15, so that the relative position of the front and rear wings 15 changes. Through simulation analysis, when the distance between the front and rear wings 15 is closer, the lift-to-drag ratio of the aircraft gradually increases, corresponding to high, medium and low speed flight. The aircraft can quickly reach the designated combat position and handle emergencies by flying at high speed; the medium-speed flight has strong comprehensive combat capabilities and meets special needs; the low-speed flight can accurately deliver supplies. The lift-to-drag ratio of the utility model aircraft is higher than that of the model aircraft with the same wing area, which is more labor-saving in level flight and ascending altitude. At the same time, it is lighter in weight, requires less thrust to obtain the same lift, has a longer range with the same power, saves energy, has high economic benefits, and can also adapt to special environments. The utility model adopts double wings to increase the overall lift, and there will be no airflow interference between the two wings, achieving a greater lift-to-drag ratio. When the flight mission is completed, the model aircraft flight mode can be switched to the three-rotor mode, and the tilt-servo 2 drives the front motor to tilt upward. The rear motor 11 starts due to insufficient tail lift, and the horizontal speed of the aircraft gradually decreases to zero, so that it can hover in the air and land vertically. Repeat the above process to complete a complete set of mission procedures.

[0031] At the same time, a buckle can be provided at the connection between the front wing 14 of the aircraft and the fuselage 1. When the aircraft completes the mission and is recovered, the first connecting rod 8 can be removed, and the storage effect can be achieved by changing the position of the transmission plate 7 and twisting the angle of the front wing 14 to make it close to the fuselage 1.

Claims

1. A variable structure vertical take-off and landing aircraft, characterized in that: The invention comprises a fuselage, wherein first connecting rods are respectively provided on both sides of the nose of the fuselage, a tilt servo is provided on the front side of the first connecting rod, the tilt servo is connected to a front motor, and the front motor is connected to a rotor; a front wing is provided behind the first connecting rod, one end of the front wing is connected to the fuselage, the other end of the front wing is rotatably connected to one end of a front and rear wing connecting rod, the other end of the front and rear wing connecting rod is hinged to the rear wing, and the rear wing is slidably arranged at the rear end of the fuselage; a second connecting rod is provided at the tail of the fuselage, one end of the second connecting rod is connected to the fuselage, the other end of the second connecting rod is connected to the tail, and a rear motor and a rotor connected to the rear motor are provided on the second connecting rod.

2. A variable structure vertical take-off and landing aircraft according to claim 1, characterized in that: The rear wing is slidably connected to the fuselage through a transmission device, and the transmission device includes a transmission plate, a synchronous belt, a transmission shaft and a transmission servo. The transmission plate is arranged at the connection between the rear wing and the fuselage. The transmission plate transversely penetrates the fuselage and the fuselage is provided with a space for the transmission plate to move forward and backward. Both sides of the transmission plate are hinged to the rear wing, the middle part of the transmission plate is fixedly connected to the synchronous belt, one end of the synchronous belt is connected to the transmission servo, and the other end of the synchronous belt is connected to the transmission shaft, thereby driving the transmission plate to move forward and backward along the fuselage.

3. The variable structure vertical take-off and landing aircraft according to claim 1, characterized in that: The other end of the front wing is provided with a bearing connector, the lower end of the bearing connector is connected with an L-shaped connector, and the L-shaped connector is hinged to the front and rear wing connecting rods.

4. The variable structure vertical take-off and landing aircraft according to claim 1, characterized in that: A front wing load-bearing carbon plate is provided at the position where one end of the front wing is connected to the fuselage, and the front wing is connected to the front wing load-bearing carbon plate.

5. The variable structure vertical take-off and landing aircraft according to claim 1, characterized in that: The front and rear wing connecting rods are made of carbon fiber material.

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