Tail-seat vector differential two-axis aircraft

Abstract

The invention discloses a tail-seat vector differential two-axis aircraft. The invention comprises a main wing, a vector motor seat, a canard and an MWC flight control. The main wing adopts a swept wing to provide the main lift. The canard is located at the front end of the main wing and is used to increase the overall stall angle of attack of the aircraft and provide lift. The vector motor seat is installed at the tail of the main wing to overcome the flight resistance and self-gravity of the aircraft. The flight control automatically detects the attitude during hovering, and automatically changes the direction of the motor seat and the motor speed when the attitude is abnormal to stabilize it. The invention combines the characteristics of rotary-wing aircraft with those of fixed-wing aircraft, introduces vector technology, selects a low-power engine, and fixes it to the vector motor seat; adopts dual engines, special airfoils, moderate aspect ratios, canards, and wing end stabilizers, which can meet the requirements of fast low angle flight, hovering in the air, low-speed high angle flight, and fast steering and angle change in complex fields.

Description

Technical Field

[0001] The invention relates to the field of vertical take-off and landing aircraft, in particular to a tail-seat type vector differential two-axis aircraft. Background Art

[0002] Most of the existing small civilian aircraft are rotary-wing and fixed-wing aircraft. Rotor-wing aircraft can meet the requirements of low-speed flight in a variety of environments. This type of aircraft changes its flight attitude by changing the pitch of the propeller. It has problems such as low aerodynamic efficiency, low power load, difficulty in operation, unstable flight, and low flight speed. Fixed-wing aircraft need to reach a certain speed before taking off, which cannot meet the requirements of low-speed flight missions and has requirements for take-off and landing sites. Vector aircraft are mostly used in the military field. They have the characteristics of high efficiency, good flexibility, and high adaptability of flight attitude, but they are rarely involved in the civilian industry. Summary of the invention

[0003] In order to solve the problems in the prior art, the present invention provides a tail-mounted vector differential two-axis aircraft.

[0004] The technical solution of the present invention is:

[0005] The invention comprises a main wing, a vector motor seat, a canard wing, a cargo frame, a foot support and an Arduino-based MWC flight control.

[0006] The main wing adopts a swept wing to provide the main lift.

[0007] The canard is located at the front end of the main wing and is used to increase the overall stall angle of attack of the aircraft and provide lift.

[0008] The vector motor seat is installed at the tail of the main wing and is used to overcome the flight resistance and self-gravity of the aircraft.

[0009] The flight control automatically detects the attitude during hovering, and automatically changes the direction of the motor seat and the motor speed to stabilize them when the attitude is abnormal.

[0010] Furthermore, the ribs of the main wing transition from the outer S-shaped small ribs to the middle large ribs through a gradual skin.

[0011] Furthermore, a carbon leading edge is used to connect the outer S-shaped small wing rib and the middle large wing rib.

[0012] Furthermore, the swept wing has an aspect ratio of 3.48 and a sweep angle of 79 degrees.

[0013] Furthermore, the two ends of the outer side of the main wing adopt vertical stabilizers.

[0014] Furthermore, dual motor control is adopted. When rolling is required, the two vector motor seats are controlled to turn in different directions; when yaw flight is required, the motor seats are controlled to rotate at different speeds.

[0015] The beneficial effects of the invention are as follows: the invention combines the features of a rotary-wing aircraft with those of a fixed-wing aircraft, introduces vector technology, selects a low-power engine, and fixes it to a vector motor base; it adopts twin engines, a special airfoil (based on a modification of an S-shaped airfoil), a moderate aspect ratio, canards, and wingtip stabilizers, which can satisfy the requirements of fast small angle of attack flight, hovering in the air, low-speed large angle of attack flight, and fast turning and angle of attack changes in complex venues. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 Hover view for the present invention;

[0017] Figure 2 Forward flight view for the present invention;

[0018] Figure 3 It is the front view of the present invention;

[0019] Figure 4 It is a side view of the present invention;

[0020] Figure 5 A top view of the present invention;

[0021] Figure 6 It is the airfoil design diagram of the present invention;

[0022] Figure 7 The specific application and hollowing design diagram of the wing rib of the present invention;

[0023] Figure 8 This is the main beam plane design drawing of the present invention;

[0024] Fig. 9 , Fig.10 A close-up of the main beam of the present invention;

[0025] Fig.11 , Fig.12 , Fig.13 Close-up of each working state of the vector motor base of the present invention;

[0026] Fig.14 This is a perspective view of the 3D printed part of the present invention;

[0027] Fig.15 This is the front view of the 3D printed part of the present invention;

[0028] Fig.16 This is a bottom view of the 3D printed part of the present invention;

[0029] Fig.17 It is a side view of the 3D printer of the present invention;

[0030] Fig.18 Another solution of the 3D printed part of the present invention (bottom-up insertion);

[0031] Fig.19 A perspective view of a wing strip solution of the present invention;

[0032] Fig. 20 This is a front view of the winglet design of the present invention;

[0033] Fig.21 This is a force diagram of the winglet design of the present invention;

[0034] Fig. 22 It is a force diagram of the main wing and the canard wing of the present invention. DETAILED DESCRIPTION

[0035] The present invention will be further described below in conjunction with the accompanying drawings

[0036] The present invention will be further described below in conjunction with the accompanying drawings.

[0037] like Figures 1 to 5 As shown, the numbers in the figure represent the main structural components of the aircraft. 1: main wing; 2: canard; 3: stabilizer; 4: foot bracket; 5: vector motor seat; 6: cargo frame; 7: outer S-shaped small wing rib; 8: middle large wing rib (modification based on S-shaped wing rib); 9: 3D printed part; 10: main beam; 11: carbon leading edge; 12: front subbeam.

[0038] The present invention mainly comprises a main wing 1, a vector motor seat 5, a canard wing 2, a cargo frame 6, a foot support 4 and an Arduino-based MWC flight control.

[0039] The main wing is a swept wing with an aspect ratio of 3.48 (sweep angle of 79 degrees), which provides the main lift. The canard is located at the front end of the main wing, which can increase the overall stall angle of the aircraft and provide lift. The vector motor seat is installed at the tail of the main wing to overcome the flight resistance and self-gravity of the aircraft. The flight control can automatically detect the attitude during hovering, and automatically change the direction of the motor seat and the motor speed when the attitude is abnormal to stabilize it.

[0040] The vector motor seat can be connected to the main wing with a rod-shaped rigid material as the axis and a ball bearing on the outer cover. The main wing is provided with holes for connecting the frame material, and the frame can be glued. The cargo frame and the canard and foot bracket parts are connected by 3D printing (PLA material). The outer S-shaped small wing rib, the middle large wing rib, the 3D printer, the main beam, the carbon leading edge, and the front sub-beam are all the internal structures of the main wing.

[0041] Further improvement, the wing ribs of the main wing are composed of the outer S-shaped small wing ribs (airfoil is Brogginni55509) to the middle large wing ribs (based on the modification of the S-shaped wing ribs) through a gradual skin transition; Figure 6 In the figure, the airfoil: the airfoil 6-1 of the outer S-shaped small wing rib, the airfoil 6-2 of the transition wing rib, and the airfoil 6-3 of the middle large wing rib. The airfoils of the wing ribs are all statically stable S-shaped airfoils, which alleviate the static instability phenomenon and reduce the working pressure of the flight control. Specifically: the middle large wing rib is connected to the outer small wing rib through the main beam, and the middle large wing rib is obtained based on the modification of the outer small wing rib. The modification includes lengthening the front part, and the belly (lower surface of the airfoil) is longer than the main wing as a whole and is provided with holes, which are connected to the cargo frame through the holes.

[0042] As a further improvement, a carbon leading edge is used to connect the outer S-shaped small wing rib and the middle large wing rib, which directly increases the wing area without changing the size of the wing ribs, improves lift, and sweeps the main wing as a whole to improve aerodynamic efficiency.

[0043] Further improvement, each wing rib is connected by a main beam, and the main beam is supported by a fixed plug-in. The fixed plug-in 10-1 is provided with a hole, and the carbon tube 10-3 passes through the hole to ensure the overall strength and the overall rigidity of the wing. The four corners of the main beam are reinforced with inserts 10-2 and diagonal braces 10-4. Figure 8 , 9 , as shown in 10.

[0044] Further improvement, the front sub-beam is connected to the foot support through a 3D printed part (PLA material). The 3D printed part has a 3mm diameter hole with an angle of 60° at the bottom, the angle between the two sides of the overall outer contour is 90°, and a 6mm diameter hole is provided at the top perpendicular to the outer contour surface, connecting the 6mm diameter carbon tube vertically to the surface formed by the two 3mm diameter carbon tubes, such as Fig.14 , 15 , 16, 17. The present invention also provides a method of directly inserting and installing from bottom to top, see Fig.18 .

[0045] Each wing rib airfoil uses an S-shaped airfoil with a large upper and lower pressure difference. The length of the middle large wing rib is about 1.5 times that of the outer S-shaped small wing rib. Its airfoil is based on the airfoil of the outer S-shaped small wing rib (Brogginni55509) and is lengthened and modified. In order to reduce the aerodynamic drag during flight, the rear part of the airfoil of the middle large wing rib is consistent with the airfoil of the outer small wing rib, making the main wing surface of the aircraft smoother. The front part of the airfoil of the middle large wing rib is directly extended by the tangent of the upper and lower surfaces of the front part of the airfoil of the outer S-shaped small wing rib. The airfoils of other wing ribs are arranged gradually according to the airfoils of the outer S-shaped small wing rib and the middle large wing rib. In this way, the wing area is directly increased while ensuring that the maximum thickness of the wing rib remains unchanged.

[0046] The front end of the airfoil of the middle large wing rib is triangular, and the rear end is consistent with the airfoil of the outer S-shaped small wing rib. Each wing rib is designed with hollows and holes, as shown in the figure. Figure 7 , the hollowing out of the external S-shaped small wing rib 7-1; the hollowing out of the transition wing rib 7-2; the hollowing out of the middle large wing rib 7-3; the connection hole 7-4 between the middle large wing rib and the cargo frame; the hollowing out 7-5 connected to the vector motor seat), which has a large upper and lower pressure difference and small resistance, and can provide the maximum lift-to-drag ratio under the aspect ratio of 3.4-3.7. The present invention adopts an aspect ratio of 3.48. The S-shaped airfoil is suitable for flying at various angles of attack. The lift-to-drag ratio changes little at an angle of attack of 0°-45°, and the energy consumption is small. When combined with the vector motor seat, it can meet most flight requirements.

[0047] The present invention adopts a rectangular canard, which is arranged in front of the main wing, and the airfoil of the canard is also Brogginni55509 (S type). In normal level flight and high angle of attack flight, wing tip vortices are generated, and the airflow speed flowing through the main wing is increased through the guidance of the swept main wing, thereby increasing the overall lift, improving the flight efficiency, and increasing the stall angle of attack.

[0048] Stabilizers 3 are used at both ends of the main wing to make the route more stable when flying in a straight line. The vertical stabilizer prevents the airflow through the main wing from escaping, making the airflow through the wing more stable and improving efficiency.

[0049] As a further improvement, the stabilizer is rigidly connected to the main wing and is a swept isosceles trapezoid. This increases the yaw moment under conditions of large angle of attack turning, small angle of attack turning, vertical take-off, etc., making the aircraft smoother and more stable in the process of changing various flight attitudes. At the same time, it prevents the lower wing surface from flowing around during route flight, avoiding the decrease in lift at the wing tip due to wingtip vortices.

[0050] As a further improvement, the foot support is connected to the front beam of the main wing through 3D printing, and the bottom of the foot support increases the contact area with the ground during landing to ensure landing safety. The lower surface of the middle large wing rib is extended downward and provided with holes, so that the cargo box can be directly connected to the wing rib to achieve a rigid connection with the wing.

[0051] The present invention adopts a vector motor seat, which is installed at the lower part of the main wing. The vector motor seat can directly change the airflow direction by changing the motor shaft 13 to generate rolling moment and pitching moment, replacing the traditional aileron and horizontal tail, and improving the flexibility and safety of the aircraft. Fig.11 , Fig.12 and Fig.13 In order to make the vector motor mount more firmly connected to the main wing, two special wing rib designs connected to the vector motor mount are introduced: the front part has the same shape as other wing ribs, and the rear part is widened and extends toward the cargo frame, making the hovering mode more stable.

[0052] The present invention adopts dual motor control. When rolling is required, the two vector motor seats are controlled to turn in different directions; when yaw flight is required, the motor seats are controlled to rotate at different speeds. The dual motors turn in different directions to offset the rotational torque.

[0053] Electrical design. Using MWC flight control, the control servo of the vector motor seat is connected to the pitch and roll channels, and the motor is connected to the vertical tail yaw channel through the electric adjustment. There is no independent battery. The battery powers the flight control through the step-down module and directly powers the motor. The signal receiver is connected to the flight control.

[0054] The present invention also provides another wing design idea: introducing the wing strip, omitting the triangular swept large wing (such as Fig.19 , 20 This scheme has its own advantages and disadvantages compared to the above scheme. Due to the introduction of the wing slats, the lift of this scheme is mainly distributed on the left and right wing surfaces, making the flight more stable; the lift of the above scheme is distributed on the entire wing surface, which has greater lift and higher efficiency (such as Fig.21 , 22 ). Both solutions are applicable to this type of tail-seat aircraft.

[0055] The flight status view of the present invention is composed of Figure 1 , Figure 2 As shown, it includes two modes: hovering and forward movement. Figure 3 , Figure 4 , Figure 5 As shown, the flight attitude is mainly controlled by the vector motor seat driving the motor to control the change of airflow direction.

[0056] The state of preparing for takeoff and hovering is as follows Figure 1 At this time, the axes of the two vector motor seats are perpendicular to the ground, and the flight control device automatically detects the flight attitude and corrects it.

[0057] Figure 2 The aircraft is in forward flight attitude. The aircraft's angle of attack is controlled at 0°-45°. At this time, there is an angle between the motor axis and the ground. The lift is mainly provided by the wing, and the motor lift is small or even zero. The motor provides thrust in the direction of flight to overcome aerodynamic resistance. The direction of the vector motor seat (5) can be controlled to control the state of forward flight. When the direction is opposite, the aircraft rolls. When the direction is the same, the angle is controlled to achieve a change in the angle of attack. The motor speed is controllable to achieve yaw.

[0058] As the angle of attack of the aircraft changes, the size of the gap between the canard and the main wing changes. The vortex generated by the canard is guided by the swept main wing through the main wing to increase the stall angle of attack and improve flight safety.

[0059] The vertical tail stabilizer can prevent airflow from escaping in the forward mode, improve the efficiency of the main wing, and increase the yaw moment to make the route more stable.

[0060] The present invention also provides a working method of a vertical take-off and landing carrier aircraft, comprising the following steps:

[0061] 1) When ready to take off, the wings and canards are facing upward (angle of attack 90°), the central axis of the motor is perpendicular to the ground, and the cargo frame is facing upward. At this time, cargo can be loaded. After takeoff, it is in hovering mode.

[0062] 2) After being in hover mode, the flight state can be changed by changing the state of the vector motor mount and the motor.

[0063] 3) When the two vector motor mounts face backward, the propellers generate forward thrust to move the aircraft forward. The aircraft itself is statically unstable and will not automatically tend to a small angle of attack when moving forward. Therefore, the flight angle of attack can be controlled by controlling the rotation angle of the vector motor mounts.

[0064] 4) When the two motors rotate in opposite directions, the aircraft starts to roll; when the two motors rotate at different speeds, it can be made to yaw. Reasonable control can achieve actions such as rotation in place, turning at a small angle of attack, turning at a large angle of attack, etc.

[0065] 5) Controlling the two motor bases at the same time can make it enter the hovering state again, at which time it can realize functions such as fixed-point dropping and fixed-point landing.

[0066] The present invention has many specific application paths. The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements can be made without departing from the principle of the present invention. These improvements should also be regarded as the protection scope of the present invention.

Claims

1. A tail-mounted vector differential two-axis aircraft, including a main wing, a vector motor seat, a canard wing, a cargo frame, a foot bracket and an Arduino-based MWC flight control, characterized in that: The main wing adopts a swept wing to provide the main lift; The canard is located at the front end of the main wing and is used to increase the overall stall angle of the aircraft and provide lift; The vector motor seat is installed at the tail of the main wing to overcome the flight resistance and self-gravity of the aircraft; The flight control automatically detects the attitude during hovering, and automatically changes the direction of the motor seat and the motor speed to stabilize them when the attitude is abnormal; The ribs of the main wing transition from the outer S-shaped small ribs to the middle large ribs through a gradual skin; A carbon leading edge is used to connect the outer S-shaped small wing rib and the middle large wing rib; The middle large wing rib is obtained by modifying the outer S-shaped small wing rib. The modification includes lengthening the front part, lengthening the belly part as a whole compared with the main wing and providing a hole, and connecting with the cargo frame through the hole; the front part of the airfoil of the middle large wing rib is directly formed by the tangent extension of the upper and lower surfaces of the front part of the airfoil of the outer S-shaped small wing rib; the front end of the airfoil of the middle large wing rib is triangular, and the rear part is consistent with the airfoil of the outer S-shaped small wing rib; The two ends of the outer side of the main wing adopt vertical stabilizers, which are rigidly connected to the main wing and present a swept isosceles trapezoid.

2. The tail-seat vector differential two-axis aircraft according to claim 1, characterized in that: The aspect ratio of the swept wing is 3.48 and the sweep angle is 79 degrees.

3. The tail-seat vector differential two-axis aircraft according to claim 1, characterized in that: It adopts dual motor control; when rolling is required, the two vector motor mounts are controlled to turn in different directions; when yaw flight is required, the motor mounts are controlled to rotate at different speeds.

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