Distributed power short-distance take-off and landing aircraft

Abstract

The utility model discloses a distributed power short-distance take-off and landing aircraft which comprises an aircraft body, a left wing, a right wing and an empennage assembly, a plurality of power cabins are arranged on the left wing and the right wing at intervals, the power cabins are arranged below the left wing and the right wing respectively, and propellers are connected with the power cabins and provide power for flying; the size and spacing of the propellers and the included angle between the axis of the propellers and the chord line of the wings are defined according to pneumatic requirements, so that the power lift augmentation efficiency is higher; flaps with large elongation and large chord length are arranged on the rear sides of the wings and can deflect at a large angle, so that the voyage and the loading efficiency of the aircraft are improved while larger lift force is provided for the aircraft and the take-off and landing distance is shortened.

Description

Technical Field

[0001] The utility model belongs to the technical field of aviation aircraft, and in particular relates to a distributed power short take-off and landing aircraft. Background Art

[0002] In recent years, in order to ease ground traffic congestion and provide more travel options, the concept of urban air traffic has been proposed; aircraft electrification is one of the main development trends in the future aviation field. According to relevant research, the advantages of aviation electrification mainly include the following aspects: scale independence, electric propulsion has no scale effect; propulsion efficiency reaches 95-97%, which is 20% higher than advanced turbofan engines; the motor power-to-weight ratio can reach 6 times that of other engines; high efficiency at low load, with a power range of 30-100%; low cooling resistance; power does not decay due to high altitude or hot weather; extremely compact; high reliability; improved safety through redundancy; significantly reduce community noise levels by more than 15dB; the engine size does not increase due to the large number of propellers; through effective propulsion aerodynamic coupling design, a larger maximum lift coefficient can be obtained; pure electric aircraft has zero emissions throughout the entire operation process.

[0003] At the same time, short take-off and landing aircraft have also attracted people's attention. Compared with vertical take-off and landing aircraft, short take-off and landing aircraft have simpler configurations, lower airworthiness certification difficulty, higher maximum take-off weight, and lighter power system, which gives them greater payload capacity; compared with traditional aircraft, short take-off and landing aircraft have shorter take-off and landing distances, require less restrictions on take-off sites, and have faster take-off and landing speeds and better maneuverability at low speeds.

[0004] Most of the existing cargo aircraft on the market are traditional aircraft. Such aircraft usually require a long runway and high road conditions to complete takeoff and landing during cargo transportation. If such aircraft want to shorten the takeoff distance, they usually need to increase the power and number of engines, which will increase the weight of the aircraft and increase energy consumption, resulting in poor cruising ability and low cargo capacity. At the same time, the improvement in short-distance takeoff and landing capabilities is not obvious enough. Utility Model Content

[0005] The purpose of the utility model is to provide a distributed powered short take-off and landing aircraft, which is based on distributed electric propulsion and powered lift technology, and through the optimization of wings, propellers and the entire structure, can achieve short take-off and landing of the aircraft with low energy consumption, and at the same time can further improve the cargo performance of the aircraft and increase the flight time and range of the aircraft.

[0006] The utility model is realized by the following technical solutions:

[0007] A distributed powered short take-off and landing aircraft, comprising a fuselage, a left wing, a right wing and a tail assembly;

[0008] The left wing and the right wing are both straight structures, and two or more power components are arranged on the left wing and the right wing;

[0009] The left wing and the right wing are also provided with a combined aileron assembly and a flap, respectively, and the combined aileron assembly and the flap are respectively matched with a plurality of power assemblies, and the power assemblies provide air jets to the combined aileron assembly or the flap;

[0010] A slot is provided at the connection between the flap and the left wing or the right wing. The slot cooperates with the left wing, the right wing and the flap so that the jet can pass through the slot and evenly cover the surface of the wing and the flap.

[0011] The tail assembly is connected to the fuselage, and the tail assembly controls the direction of the aircraft.

[0012] Furthermore, the power assembly includes a power cabin and a propeller, the power cabin is detachably arranged below the left wing and the right wing, and the propeller is connected to the power cabin.

[0013] Furthermore, the angle between the rotation axis of the propeller and the plane where the wing axis lies is 0-10°.

[0014] Furthermore, the diameter of the propeller is 55%-85% of the root chord length of the left wing or the right wing.

[0015] Furthermore, the spacing between the propellers is 5%-15% of the root chord length of the left wing or the right wing.

[0016] Furthermore, the diameter of the propeller corresponding to the flap is greater than the diameter of the propeller corresponding to the combined aileron assembly.

[0017] Furthermore, the chord length of the flap is 30%-50% of the chord length of the root of the left wing or the right wing.

[0018] Furthermore, the deflection angle of the flap is 40°-70°.

[0019] Furthermore, the combined aileron assembly includes an inner aileron and an outer aileron, and the chord length of the combined aileron assembly is 30% of the chord length of the root of the left wing or the right wing.

[0020] Furthermore, the tail assembly includes a horizontal tail and a vertical tail, the vertical tail is connected to the fuselage, the horizontal tail is connected to the vertical tail, elevator assemblies are respectively arranged on the left and right sides of the horizontal tail, and a rudder assembly is arranged under the vertical tail.

[0021] Furthermore, the rudder assembly comprises an upper rudder and a lower rudder; the chord length of the rudder assembly is 30%-50% of the root chord length of the vertical tail.

[0022] Furthermore, elevator assemblies are provided on both the left and right sides of the horizontal tail, and the chord length of the elevator assembly is 30%-50% of the chord length of the horizontal tail.

[0023] Compared with the prior art, the utility model has the following advantages and beneficial effects:

[0024] 1) In the present invention, power assemblies are respectively arranged in front of the flaps on the left wing and the right wing, and the power assemblies can provide high-speed air jets to the flaps. The air jets are evenly dispersed on the surfaces of the wings, flaps and combined aileron assemblies. Slots are arranged between the flaps and the wings, and part of the air jets pass through the slots and cover the upper and lower surfaces of the flaps, thereby slowing down the airflow separation on the flap surfaces, allowing the flaps to deflect at a larger angle to generate greater lift, thereby shortening the take-off distance of the aircraft; power assemblies are also arranged in front of the combined aileron assemblies on the left wing and the right wing, and the power assemblies can provide high-speed air jets to the aileron assemblies, thereby improving the control efficiency of the aileron rudder surfaces, thereby improving the problem of large rolling moment of inertia of the aircraft under the distributed power configuration, and improving the maneuverability of the aircraft.

[0025] 2) In the present invention, multiple electric propellers are arranged at intervals on both sides of the left wing and the right wing to provide power for the aircraft. At the same time, the angle between the propeller axis and the plane where the chord of the left wing or the right wing is located is set to 0-10°. At the same time, the propeller sizes corresponding to the flap and aileron components are designed to be different according to aerodynamic requirements, so as to more accurately control the direction and size of the jet and improve the efficiency of power lift.

[0026] 3) In the present invention, the spacing between the propellers is 5%-15% of the root chord length of the left wing or the right wing, which can not only maintain the uniformity and stability of the jet, but also reduce the airflow interference between the propellers, thereby effectively improving the aerodynamic efficiency and reducing noise.

[0027] 4) In the present invention, combined aileron assemblies are provided on both the left wing and the right wing. This type of control surface combined with the design of the control law not only increases the safety margin of flight control, but also increases the diversity of the blown wing combination, making the control more flexible. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the utility model and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0029] Figure 1 The figure is a schematic diagram of the overall structure of the distributed powered short take-off and landing aircraft of the utility model.

[0030] Figure 2 The schematic diagram is a top view of the structure of the distributed powered short take-off and landing aircraft of the utility model.

[0031] Figure 3 It is a front structural schematic diagram of the distributed powered short take-off and landing aircraft of the utility model.

[0032] Figure 4 It is a schematic diagram of the right side structure of the distributed powered short take-off and landing aircraft of the utility model.

[0033] Figure 5 It is a schematic diagram of the angle between the rotation axis of the propeller and the plane where the wing axis is located in the utility model.

[0034] Figure 6 It is a schematic diagram of the rotation range of the flap in the present invention relative to the plane where the wing axis is located.

[0035] Among them: 1-fuselage, 11-front fuselage, 12-middle fuselage, 13-rear fuselage, 14-equipment door, 15-cargo door, 16-landing gear, 2-left wing, 3-right wing, 4-power assembly, 41-power compartment, 42-propeller, 5-combined aileron assembly, 6-flaps, 7-tail assembly, 71-vertical stabilizer, 711-rudder assembly, 72-horizontal stabilizer, 721-elevator assembly, 8-support rod. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solutions and advantages of the embodiments of the utility model clearer, the technical solutions in the embodiments of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments.

[0037] Embodiment 1:

[0038] The main structure of this embodiment is a distributed power short take-off and landing aircraft, such as Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, it includes a fuselage 1, a left wing 2, a right wing 3 and a tail assembly 7, wherein the left wing 2 and the right wing 3 are both straight structures, and a plurality of power assemblies 4 are arranged on the left wing 2 and the right wing 3; the left wing 2 and the right wing 3 are respectively provided with a combined aileron assembly 5 and a flap 6, wherein the combined aileron assembly 5 and the flap 6 are respectively matched with at least two power assemblies 4, and the power assembly 4 is used to provide an air jet to the combined aileron assembly 5 or the flap 6; the flap 6 A seam is provided at the connection with the left wing 2 or the right wing 3, and the seam is used to cooperate with the left wing 2, the right wing 3 and the flap 6 to shorten the take-off and landing distance of the aircraft; the tail assembly 7 is connected to the fuselage 1, and the tail assembly 7 is used to control the direction of the aircraft; the power assembly 4 includes a power cabin 41 and a propeller 42, and the power cabin 41 is a detachable structure, and the power cabin 41 is respectively arranged under the left wing 2 and the right wing 3, and the propeller 42 is connected to the power cabin 41.

[0039] The distributed powered short take-off and landing aircraft comprises a fuselage 1, a left wing 2, a right wing 3 and a tail assembly 7, wherein the fuselage 1 comprises a front fuselage 111, a middle fuselage 121 and a rear fuselage 131; the front fuselage 111 and the rear fuselage 131 are spindle-shaped, and the middle fuselage 121 is an equal straight cylinder; a cargo door 15 is arranged at the rear section of the middle fuselage 121; an equipment door 14 is arranged at the side of the rear section of the front fuselage 111; the left wing 2 and the right wing 3 are respectively connected to the left and right sides of the middle fuselage 121, a three-point landing gear 16 is arranged under the fuselage 1, and a landing gear 16 is arranged at the bottom of the left wing 2 and the right wing 3 and the fuselage. 1 is also provided with a support rod 8, and the support rod 8 is used to further stabilize the left wing 2 and the right wing 3; preferably, four power assemblies 4 are respectively provided on the left wing 2 and the right wing 3, and the power assemblies 4 on the left wing 2 and the right wing 3 are symmetrically arranged; the power assembly 4 includes a power cabin 41 and a propeller 42, and a high-speed motor is arranged in the power cabin 41, and the propeller 42 is connected to the high-speed motor in the power cabin 41; the power cabin 41 is arranged below the left wing 2 and the right wing 3, and the power cabin 41 is plug-connected with the left wing 2 or the right wing 3, and the power cabin 41 It can be removed from the wing for later replacement or maintenance; the propeller 42 is arranged at the front end of the power cabin 41, and the propeller 42 is spaced apart from the left wing 2 and the right wing 3; preferably, the angle α between the rotation axis of the propeller 42 and the plane where the wing axis is located is between 0-10°, and there is a slight difference in the angles between the two inner propellers 42 and the two outer propellers 42 and the chord line of the wing. The two inner propellers 42 correspond to the flaps 6, and the angle between the two inner propellers 42 and the chord line of the wing is 5°. The two outer propellers 42 and the combined aileron group Corresponding to component 5, the angle between the two outer propellers 42 and the wing chord is 8°; slots are provided between the flap 6 and the left wing 2 and the right wing 3. After the propeller 42 provides a high-speed jet to the flap 6, the jet passes through the slot and covers the upper and lower surfaces of the flap 6, thereby slowing down the airflow separation on the surface of the flap 6, allowing the flap 6 to deflect at a larger angle to generate greater lift, thereby shortening the take-off distance of the aircraft and achieving the purpose of short-distance take-off of the aircraft; the tail assembly 7 is connected to the rear fuselage 131, and the tail assembly 7 can control the direction and lifting of the aircraft.

[0040] Embodiment 2:

[0041] Based on the above embodiment, this embodiment further defines the propeller 42 as follows: Figure 3 and Figure 4As shown, the spacing between the propellers 42 is 5%-15% of the root chord length of the left wing 2 or the right wing 3, and the diameter of the propeller 42 is 55%-85% of the root chord length of the left wing 2 or the right wing 3; the diameter of the propeller 42 corresponding to the flap 6 is greater than the diameter of the propeller 42 corresponding to the combined aileron assembly 5. Preferably, the spacing between the propellers 42 is 8% of the root chord length of the left wing 2 or the right wing 3; the diameter of the two propellers 42 on the left wing 2 and the right wing 3 close to the fuselage 1 is 75% of the root chord length of the left wing 2 or the right wing 3, and the diameter of the two propellers 42 away from the fuselage 1 is 65% of the root chord length of the left wing 2 or the right wing 3. The other parts of this embodiment are the same as the above embodiment and will not be repeated here.

[0042] Embodiment 3:

[0043] Based on the above embodiment, this embodiment further defines the flap 6 as follows: Figure 1 , Figure 2 and Figure 6 As shown, the chord length of the flap 6 is 30%-50% of the chord length of the wing root of the left wing 2 or the right wing 3; the deflection angle of the flap 6 is 40°-70°. Preferably, the chord length of the flap 6 is 50% of the chord length of the wing root of the left wing 2 or the right wing 3, and the deflection angle β of the flap 6 is 40°-70°. The large-area flap 6 and the wide-range deflection angle of the flap 6 can provide a stronger lift for the aircraft, thereby shortening the lift distance of the aircraft. The other parts of this embodiment are the same as the above embodiment and will not be repeated here.

[0044] Embodiment 4:

[0045] On the basis of the above-mentioned embodiments, this embodiment further defines a combined aileron assembly 5, wherein the combined aileron assembly 5 includes an inner aileron and an outer aileron, and the chord length of the combined aileron assembly 5 is 30% of the chord length of the wing root of the left wing 2 or the right wing 3. Preferably, the combined aileron assembly 5 includes an inner aileron and an outer aileron, and the chord length of the combined aileron assembly 5 is 30% of the chord length of the wing root of the left wing 2 or the right wing 3; the inner aileron and the outer aileron of the combined aileron assembly 5 can be controlled independently, which not only increases the control flexibility of the aileron, but also improves the safety of the aircraft. In the event of failure of one aileron control surface, the other aileron control surface can still be effectively balanced through the control program. In addition, the inner aileron can be deflected at a large angle of more than 60° during landing, so that it becomes a spoiler for aerodynamic deceleration, which can shorten the landing distance of the aircraft and achieve the purpose of short-distance landing of the aircraft; in addition, after the jet generated by the propeller 42 passes through the combined aileron assembly 5, the airflow passing through the combined aileron assembly 5 is accelerated, which can improve the control efficiency of the control surface of the combined aileron assembly 5 and improve the rolling performance of the aircraft during low flight. The other parts of this embodiment are the same as the above embodiment and will not be repeated here.

[0046] Embodiment 5:

[0047] Based on the above embodiment, this embodiment further defines the tail assembly 7, such as Figure 1 , Figure 2 and Figure 4 As shown, the tail assembly 7 includes a horizontal tail and a vertical tail, the vertical tail is connected to the fuselage 1, the horizontal tail is connected to the vertical tail, elevator assemblies 721 are respectively provided on the left and right sides of the horizontal tail, and a rudder assembly 711 is provided below the vertical tail; the rudder assembly 711 includes an upper rudder and a lower rudder; the chord length of the rudder assembly 711 is 30%-50% of the root chord length of the vertical tail; the elevator assemblies 721 are provided on the left and right sides of the horizontal tail, and the chord length of the elevator assembly 721 is 30%-50% of the chord length of the horizontal tail.

[0048] The tail is a positive T-shaped tail, and the horizontal tail is placed above the vertical tail; due to the large slipstream generated by the distributed power aircraft, the positive T-shaped tail can reduce the impact of the airflow generated by the multiple propellers 42 on the horizontal tail; the plane shape of the horizontal tail is a trapezoid, consisting of a fixed horizontal stabilizer 72 and a combined elevator assembly 721; the elevator assembly 721 is arranged on the rear side of the horizontal stabilizer 72; the elevator assembly 721 is arranged on the left and right sides of the horizontal tail, and the elevator assembly 721 on one side includes an inner elevator and an outer elevator; the chord length of the elevator is 40% of the chord length of the horizontal tail. In the combined elevator assembly 721, the two rudders can be controlled independently, which not only increases the control flexibility of the combined aileron assembly 5, but also improves the safety of the aircraft. In the case of a single rudder failure, the other rudder can still be effectively balanced through the control program; since the power lift system has a large pitch moment on the aircraft, a suitable horizontal tail is particularly important for the moment balance of the aircraft; the area of ​​the horizontal tail is 40% of the sum of the areas of the left wing 2 and the right wing 3; the plane shape of the vertical tail is a trapezoid, consisting of a vertical stabilizer 71 and a combined rudder assembly 711; the combined rudder assembly 711 is arranged on the rear side of the vertical stabilizer 71, and is divided into a lower rudder and an upper rudder; the chord length of the rudder assembly 711 is 40% of the root chord length of the vertical tail; in the combined rudder assembly 711, the two rudders can be independently controlled, which not only increases the control flexibility of the rudder, but also further improves the safety of the aircraft; in the case of a single rudder failure, the other rudder can still be effectively balanced through the control program. The other parts of this embodiment are the same as the above embodiment and will not be repeated here.

[0049] In the description of the present utility model, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. used to indicate the orientation or position relationship are based on the orientation or position relationship shown in the accompanying drawings, or are the orientation or position relationship in which the utility model product is usually placed when used. They are only for the convenience of describing the present utility model and simplifying the description, and do not indicate or imply 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 on the present utility model.

[0050] In addition, if the terms "horizontal" or "vertical" appear in the description of the present invention, it does not mean that the components are required to be absolutely horizontal or suspended, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0051] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0052] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Any simple modification or equivalent changes made to the above embodiments based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. A distributed powered short take-off and landing aircraft, characterized in that: Includes fuselage, left wing, right wing and tail assembly; The left wing and the right wing are both straight structures, and two or more power components are arranged on the left wing and the right wing; The left wing and the right wing are also provided with a combined aileron assembly and a flap, respectively. The flap cooperates with at least two power assemblies, and the power assemblies provide air jets to the flaps; A slot is provided at the connection between the flap and the left wing or the right wing, and the slot cooperates with the left wing, the right wing and the flap to shorten the take-off and landing distance of the aircraft; The tail assembly is connected to the fuselage, and the tail assembly controls the direction of the aircraft; The power assembly includes a power cabin and a propeller, wherein the power cabin is arranged below the left wing and the right wing, and the propeller is connected to the power cabin; The angle between the rotation axis of the propeller and the plane where the wing axis is located is 0-10°.

2. The distributed powered short take-off and landing aircraft according to claim 1, characterized in that: The diameter of the propeller is 55%-85% of the root chord length of the left wing or the right wing.

3. The distributed powered short take-off and landing aircraft according to claim 2, characterized in that: The spacing between the propellers is 5%-15% of the root chord length of the left wing or the right wing.

4. The distributed powered short take-off and landing aircraft according to claim 1, characterized in that: At least two groups of propellers are correspondingly arranged in front of the flap, and at least one group of propellers is correspondingly arranged in front of the aileron assembly.

5. The distributed powered short take-off and landing aircraft according to claim 1, characterized in that: The span of the flap accounts for 40%-70% of the wing span.

6. The distributed powered short take-off and landing aircraft according to claim 1, characterized in that: The chord length of the flap is 30%-50% of the chord length of the wing root of the left wing or the right wing.

7. The distributed powered short take-off and landing aircraft according to claim 1, characterized in that: The deflection angle of the flap is 40°-70°.

8. The distributed powered short take-off and landing aircraft according to claim 1, characterized in that: The combined aileron assembly comprises an inner aileron and an outer aileron, and the chord length of the combined aileron assembly is 30% of the chord length of the wing root of the left wing or the right wing.

9. The distributed powered short take-off and landing aircraft according to claim 1, characterized in that: The tail assembly comprises a horizontal tail and a vertical tail, the vertical tail is connected to the fuselage, the horizontal tail is connected to the vertical tail, elevator assemblies are respectively arranged on the left and right sides of the horizontal tail, and a rudder assembly is arranged below the vertical tail.

10. The distributed powered short take-off and landing aircraft according to claim 9, characterized in that: The rudder assembly comprises an upper rudder and a lower rudder; the chord length of the rudder assembly is 30%-50% of the root chord length of the vertical tail.

11. The distributed powered short take-off and landing aircraft according to claim 9, characterized in that: Elevator assemblies are provided on both the left and right sides of the horizontal tail, and the chord length of the elevator assembly is 30%-50% of the chord length of the horizontal tail.

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