Electro-suspension co-rotating wing aircraft

Abstract

The application provides an electric-duct vertical-lift co-rotating-wing aircraft, which comprises a fuselage, a main wing arranged in the middle of the fuselage, and engines connected to the fuselage through engine flight attack angle electric adjusting mechanisms respectively arranged on the front and rear sides of the main wing; the engine flight attack angle electric adjusting mechanisms are provided with ailerons; the front and rear engines are staggered vertically; and the front aileron, the main wing and the rear aileron are arranged in sequence from bottom to top. The electric-duct vertical-lift co-rotating-wing aircraft provided by the application is arranged at three heights, i.e. the lower, middle and upper heights, so that the engines and the wings are prevented from affecting each other when exerting their respective functions, and the stability of flight is improved.

Description

Technical Field

[0001] This invention relates to the field of aircraft, and more specifically to an electric ducted vertical lift corotor aircraft. Background Technology

[0002] The inventor's "co-rotating vertical takeoff and landing membrane wing aircraft" (publication number CN113306714A) breaks through the current performance and cost bottlenecks of vertical takeoff and landing associated fixed-wing aircraft. It can achieve superior low-altitude performance, strong safety assurance and convenient use and maintenance, and can be used as a manned or unmanned aircraft.

[0003] The ultimate goal of the "co-rotating vertical takeoff and landing membrane wing aircraft" is to industrialize the production of a type of small aircraft that can take off and land vertically and is suitable for ordinary people's homes in terms of safety, performance, energy saving, maintenance, and cost.

[0004] However, during the test, it was found that when the power spar of the "co-rotating vertical take-off and landing membrane wing aircraft" was rotated to the horizontal arrangement of the rotor shafts of each propeller, the propellers on the front and rear power spars were located on the same horizontal line, which caused airflow interference and was not conducive to the stable flight of the aircraft.

[0005] Secondly, the engine angle of attack refers to the angle between the engine thrust direction and the aircraft's main lifting surface. When the engine angle of attack is fixed and the thrust direction is horizontal, the corresponding cruise speed is the optimal cruise speed (where energy consumption is lowest). Given a fixed total weight, any engine angle of attack corresponds to an optimal cruise speed; the smaller the angle of attack, the higher the optimal cruise speed. Therefore, if the aircraft's engine angle of attack were adjustable, its optimal cruise speed range would be wider and its flight energy consumption lower. However, the engine angle of attack of a "co-rotating VTOL membrane wing aircraft" is not adjustable, resulting in a narrower range of selectable optimal cruise speeds and higher overall flight energy consumption.

[0006] The "Electric-Burden Vertical Take-Off and Landing Co-rotating Wing Aircraft" is an actual aircraft developed based on the "Co-rotating Vertical Take-Off and Landing Membrane Wing Aircraft" and patent 202211348820 "Secondary Vortex-Burden Electric Drive Engine". The full name of the "Electric-Burden Vertical Take-Off and Landing Co-rotating Wing Aircraft" is "Secondary Vortex-Burden Electric Drive Vertical Take-Off and Landing Co-rotating Membrane Wing Aircraft". The technologies to be disclosed this time, based on their innovative features, focus on protecting their aerodynamic shape, power and wing-related control, wing structure, angle of attack, and taxiing legs. Summary of the Invention

[0007] In response to the technical problems mentioned in the background art, the present invention provides an electric ducted vertical lift corotor aircraft, wherein the front aileron, main wing, and rear aileron are respectively located at the lower, middle, and upper heights, avoiding mutual interference between the engine and the wing when performing their respective functions, and increasing flight stability.

[0008] The technical scheme of the present application is implemented as follows:

[0009] The electrically-powered vertical-lift co-rotating wing aircraft comprises a fuselage, a main wing arranged in the middle of the fuselage, and engines connected to the fuselage through engine flight attack angle electrically-powered adjusting mechanisms respectively arranged on the front and rear sides of the main wing; the engine flight attack angle electrically-powered adjusting mechanisms are provided with ailerons; the front and rear engines are staggered vertically; and the front aileron, the main wing and the rear aileron are arranged in sequence from bottom to top.

[0010] Further, the engine flight attack angle electrically-powered adjusting mechanism comprises a movable sleeve, a co-rotating beam and a fixed sleeve connected to each other, the movable sleeve and the fixed sleeve are coaxially arranged and rotationally sleeved with each other; a first sliding channel at a certain angle with the axial direction of the movable sleeve is arranged on the side wall of the movable sleeve, and a second sliding channel parallel to the axial direction of the fixed sleeve is arranged on the side wall of the fixed sleeve; a sliding rod is arranged between the first sliding channel and the second sliding channel, and the sliding rod is linked with an electrically-powered telescopic mechanism; the aileron is connected to the co-rotating beam, and the movable sleeve is connected to the engine.

[0011] Further, the electrically-powered telescopic mechanism comprises an outer screw telescopic rod and an inner screw rotating cylinder which are threadedly matched with each other, and further comprises an electrically-powered telescopic mechanism shell and a second motor; the sliding rod is connected to the outer screw telescopic rod; the inner screw rotating cylinder is rotationally connected to the electrically-powered telescopic mechanism shell, and the output end of the second motor is linked to the inner screw rotating cylinder through a transmission mechanism.

[0012] Further, it further comprises an electrically-powered telescopic full-freedom sliding machine leg, which comprises a telescopic mechanism shell connected to the fuselage, a rotating member rotationally connected to the telescopic mechanism shell, a first driving device linked to the rotating member, a telescopic rod threadedly matched with the middle part of the rotating member, and a limiting structure preventing rotation and axially sliding matched between the telescopic rod and the telescopic mechanism shell; a universal wheel structure is arranged below the telescopic rod.

[0013] Further, the universal wheel structure comprises a sliding connecting rod and a guide pin; a sliding groove is arranged on the sliding connecting rod, the guide pin is slidingly matched with the sliding groove, and the guide pin is connected to the bottom of the telescopic rod; a damping sliding hole is arranged at the bottom of the telescopic rod, the sliding connecting rod is slidingly matched with the damping sliding hole; a damping structure is arranged between the sliding connecting rod and the damping sliding hole; the universal wheel structure further comprises a full-freedom force transmission member and a tire; the tire is rotationally connected to the full-freedom force transmission member, and the full-freedom force transmission member is connected to the sliding connecting rod through a universal rotation structure.

[0014] Further, the main wing comprises a main wing non-foldable segment and a main wing foldable segment; the main wing is installed on a co-rotating main wing beam, and the co-rotating main wing beam is provided with a wing electrically-powered folding mechanism in the middle.

[0015] Further, the co-rotating beam is rotatably connected with a first wing beam rotating support arranged on the fuselage; the co-rotating main wing beam is rotatably connected with a second wing beam rotating support arranged on the fuselage; a first rotating disc is connected on the co-rotating beam, and a second rotating disc is connected on the co-rotating main wing beam, and the first rotating disc and the second rotating disc are linked through a co-rotating mechanism.

[0016] Further, the tail of the fuselage is provided with a tail propeller and an aircraft vertical tail.

[0017] Beneficial effects

[0018] The electric-ducted vertical-lift co-rotating wing aircraft has the following advantages:

[0019] 1. The front and rear engines are staggered vertically, the front aileron, the main wing and the rear aileron are arranged from bottom to top, so that the engine and the wing can effectively avoid mutual influence when exerting their respective functions, and the flight stability is improved.

[0020] 2. The co-rotating beam is used for mounting the aileron of the electric-ducted vertical-lift co-rotating wing aircraft. The sliding rod is moved along the second sliding groove and the first sliding groove through the electric telescopic mechanism, so that the movable sleeve rotates relative to the fixed sleeve by a certain angle, thereby changing the included angle between the engine thrust and the aileron, and adjusting the flight attack angle of the engine, so that the aircraft can obtain a wider optimal cruising speed range and has lower comprehensive energy consumption and is more energy-saving.

[0021] 3. In the electric telescopic mechanism, the second motor drives the outer telescopic rod through the driving gear, the double gear transmission rod, the outer gear of the inner screw cylinder, the inner thread of the inner screw cylinder, and the inner screw cylinder, so that the outer telescopic rod has a large thrust to drive the sliding rod to move, thereby driving the engine to rotate relative to the co-rotating beam. Due to the step-by-step amplification of the force transmission and the clamping effect between the sliding rod and the first sliding groove and the second sliding groove, the entire mechanism will not rotate due to the torque of the engine.

[0022] 4. In the electric telescopic full-freedom sliding machine leg, the telescopic rod and the telescopic mechanism shell cannot rotate relative to each other due to the limiting structure, but can only slide up and down relative to each other. The rotating part is rotated relative to the telescopic mechanism shell through the first driving device, and the middle part of the rotating part is threadedly connected with the telescopic rod, so that the telescopic rod moves up and down, thereby driving the universal wheel structure to move up and down. The structure is simple, small in size and light in weight, and can not only be telescopic, but also can be universally rotated, so that the electric-ducted vertical-lift co-rotating wing aircraft can be moved on the ground with full freedom by manpower.

[0023] 5. The damping structure is arranged between the sliding connecting rod and the damping sliding hole, which can play a damping effect when the electric-ducted vertical-lift co-rotating wing aircraft lands.

[0024] 6. The main wing and co-rotating main wing beam can be folded at a corresponding angle by the wing electric folding mechanism according to the flight condition, which is beneficial to improve the flight stability, and the occupied area can be reduced when completely folded.

[0025] 7. The co-rotating mechanism realizes unified control and synchronous co-rotation of the co-rotating main wing beam and the co-rotating beam, vertical take-off and landing and fixed-wing flight are the same set of power, so that the engine and the membrane wing are always in the best cooperative state, and the control is simple. BRIEF DESCRIPTION OF DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or prior art description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0027] Figure 1 It is a top view of the electric-duct vertical-lift co-rotating wing aircraft;

[0028] Figure 2 It is a front view of the electric-duct vertical-lift co-rotating wing aircraft;

[0029] Figure 3 It is a side view of the electric-duct vertical-lift co-rotating wing aircraft;

[0030] Figure 4 It is a skeleton view of the electric-duct vertical-lift co-rotating wing aircraft;

[0031] Figure 5 It is a top view of the engine jet influence area of the electric-duct vertical-lift co-rotating wing aircraft;

[0032] Figure 6 It is a side view of the engine jet influence area of the electric-duct vertical-lift co-rotating wing aircraft;

[0033] Figure 7 It is a top view of the engine flight attack angle electric adjusting mechanism;

[0034] Figure 8 It is a front view of the engine flight attack angle electric adjusting mechanism;

[0035] Figure 9 It is a A-A view of Figure 7 It is a B-B view of

[0036] Figure 10 It is a C-C view of Figure 8 It is a C-C view of

[0037] Figure 11 It is a C-C view of Figure 10 It is a C-C view of

[0038] Figure 12 Figure 1 is a perspective view of the D-D view of the device; Figure 10 Figure 2 is a perspective view of the D-D view of the device;

[0039] Figure 13 Figure 3 is a cross-sectional view of the co-rotating beam and fixed sleeve;

[0040] Figure 14 Figure 4 is a schematic view of the clamp;

[0041] Figure 15 Figure 5 is a diagram of the relationship between the power direction and the lift surface when the device is on the ground, co-rotation 0 degrees, and the engine attack angle 0 degrees;

[0042] Figure 16 Figure 6 is a diagram of the relationship between the power direction and the lift surface when the device is in the air, optimal cruising, co-rotation 0 degrees, and the engine attack angle 3.5 degrees;

[0043] Figure 17 Figure 7 is a diagram of the relationship between the power direction and the lift surface when the device is in the air, optimal cruising, co-rotation 0 degrees, and the engine attack angle 7 degrees;

[0044] Figure 18 Figure 8 is a front view of the electric telescopic full-freedom sliding machine leg;

[0045] Figure 19 Figure 9 is a cross-sectional view of the electric telescopic full-freedom sliding machine leg;

[0046] Figure 20 Figure 10 is a cross-sectional view of the telescopic mechanism shell and rotating piece;

[0047] Figure 21 Figure 11 is a cross-sectional view of the universal wheel structure;

[0048] Figure 22 Figure 12 is a bottom view of the telescopic mechanism shell and telescopic rod piece;

[0049] Figure 23 Figure 13 is a front view of the rotating piece. DETAILED DESCRIPTION

[0050] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative labor fall within the protection scope of the present application.

[0051] Reference is made to Figures 1 to 5The electric-ducted vertical lift co-rotating wing aircraft for low-altitude (below 3000m) flight comprises a fuselage 6, a main wing 64 arranged in the middle of the fuselage 6, and an engine 5 connected to the fuselage 6 through an engine flight attack angle electric adjusting mechanism 7 on the front and rear sides of the main wing 64 respectively. The engine flight attack angle electric adjusting mechanism 7 is provided with ailerons 63. The front and rear engines 5 are staggered vertically, and the front ailerons 63, the main wing 64 and the rear ailerons 63 are arranged in sequence from bottom to top.

[0052] The engine 5 can adopt a secondary ducted electric drive engine, and the structure of the wing electric folding mechanism 74 is the same as that of the application with the application number 2021101823468. The structure of the co-rotating mechanism 66 is the same as that of the application with the application number 2021108086250.

[0053] The engine flight attack angle electric adjusting mechanism 7 comprises a movable sleeve 41, a co-rotating beam 42 connected thereto and a fixed sleeve 43. The movable sleeve 41 and the fixed sleeve 43 are coaxially arranged and rotationally sleeved with each other. The movable sleeve 41 is provided with a first slide 411 at an angle to the axial direction thereof, and the fixed sleeve 43 is provided with a second slide 431 parallel to the axial direction thereof. A slide rod 446 is arranged between the first slide 411 and the second slide 431, and the slide rod 446 is connected with an electric telescopic mechanism. The aileron 63 is connected to the co-rotating beam 42, and the movable sleeve 41 is connected to the engine 5.

[0054] The movable sleeve 41 is provided with two first slides 411, and the fixed sleeve 43 is provided with two second slides 431. The two ends of the slide rod 446 pass through the corresponding first slide 411 and second slide 431.

[0055] The side wall of the fixed sleeve 43 is connected with a positioning bolt 432, and the side wall of the movable sleeve 41 is provided with a positioning sliding hole 412. The length direction of the positioning sliding hole 412 is parallel to the axis of the movable sleeve 41, and the positioning bolt 432 and the positioning sliding hole 412 are in sliding fit. Preferably, the positioning bolt 432 and the positioning sliding hole 412 are arranged symmetrically on both sides of the positioning sliding hole 412. The rotation between the fixed sleeve and the movable sleeve is limited by the cooperation of the positioning sliding hole 412 and the positioning bolt 432, so as to avoid rotation beyond the preset stroke.

[0056] The side wall of the movable sleeve 41 is provided with a first maintenance hole 413, and the side wall of the fixed sleeve 43 is provided with a second maintenance hole 433. The first maintenance hole 413 and the second maintenance hole 433 are arranged adjacent to each other, so as to facilitate personnel to reach inside the sleeve from the outside for maintenance.

[0057] The electric telescopic mechanism comprises an outer screw telescopic rod 444 and an inner screw rotating cylinder 445 which are screwed together, an electric telescopic mechanism shell 442 and a second motor 441. A sliding rod 446 is connected to the outer screw telescopic rod 444. The inner screw rotating cylinder 445 is rotationally connected to the electric telescopic mechanism shell 442. The output end of the second motor 441 is connected to the inner screw rotating cylinder 445 through a transmission mechanism. When the sliding rod 446 moves, the rotating of the dynamic sleeve is more stable because the force points of the dynamic sleeve are at least two. The outer screw telescopic rod 444 will not rotate under the limiting effect of the second sliding groove.

[0058] The middle part of the sliding rod 446 transversely passes through one end of the outer screw telescopic rod 444. A pin rod 4461 is arranged on the side wall of the outer screw telescopic rod 444 and transversely passes through the middle part of the sliding rod 446. A clamp 4462 is clamped on the outer wall of the pin rod 4461 which is located outside the outer screw telescopic rod 444. The middle part of the clamp 4462 comprises an insertion rod 4463 which transversely passes through the outer screw telescopic rod 444, so as to improve the connection stability.

[0059] The transmission mechanism comprises a driving gear 4411, a double gear transmission rod 443 and an outer gear 4451 which are sequentially engaged. The driving gear 4411 is connected to the output end of the second motor 441. The double gear transmission rod 443 is rotationally connected to the electric telescopic mechanism shell 442. The outer gear 4451 is annularly arranged on the outer wall of the inner screw rotating cylinder 445. A maintenance cover 421 is arranged on the co-rotating beam 42. The second motor 441 and the electric telescopic mechanism shell 442 are fixedly installed in the inner cavity of the co-rotating beam 42. The maintenance can be performed by opening the maintenance cover 421.

[0060] The double gear transmission rod 443 comprises a second gear 4431, a transmission rod 4432 and a third gear 4433 which are sequentially connected. The driving gear 4411 is engaged with the second gear 4431. The third gear 4433 is engaged with the outer gear 4451 of the inner screw rotating cylinder 445.

[0061] The second motor 441 drives the driving gear 4411 to engage the double gear transmission rod 443 (reduction of about 2 times), the double gear transmission rod 443 engages the inner screw rotating cylinder 445 (reduction of about 4 times), the inner screw rotating cylinder 445 drives the outer screw telescopic rod 444 (reduction of about 20 times), and the outer screw telescopic rod 444 connects the sliding rod 446 to push the dynamic sleeve 41 to connect the engine 5 to rotate (reduction of about 4 times). Due to the step-by-step amplification of force transmission and the clamping effect between the sliding rod and the first and second sliding grooves, the outer screw telescopic rod will not rotate due to the torque of the engine.

[0062] In this embodiment, according to the power performance of the electrically-powered and vertically-lifted co-rotating wing aircraft, when the flight attack angle is 7 degrees, the optimal cruising speed is about 90 Km / h, which is an ideal minimum level flight speed. Therefore, the adjustable angle range of the engine flight attack angle is set to 0-7 degrees, and the corresponding optimal cruising speed range is 90-500 Km / h (theoretically, when the engine flight attack angle is 0 degree, the optimal cruising speed is infinite, but the maximum set flight speed of the electrically-powered and vertically-lifted co-rotating wing aircraft is 500 Km / h).

[0063] As can be seen from the above control process, although the required torque of the engine is relatively large (about 300 N.m) at high speed (such as 500 Km / h), the required configuration of the motor is also very small (about 0.5 N.m) after layer-by-layer deceleration (about 2*4*20*4=640 times). For example, if a DC motor with a speed of 100 revolutions / second is used, the required time for the maximum stroke (0 degree to 7 degrees) is about 35 seconds. It can be seen that the time and force of the flight attack angle electric adjustment mechanism control are appropriate, and at the same time, the entire mechanism is integrated into the power wing beam, and the additional weight is extremely small.

[0064] The engine flight attack angle electric adjustment mechanism adjusts the flight posture as follows:

[0065] When the co-rotation is 0 degree, all the wings and the belly form a unified lift surface: the lift-drag ratio of the aircraft in this state is the largest (at this time, the lift-drag ratio of the electrically-powered and vertically-lifted co-rotating wing aircraft is about 12), so the co-rotation of the electrically-powered and vertically-lifted co-rotating wing aircraft is always 0 degree when it is fixed-wing flying. Compared with the "vertical take-off and landing membrane wing aircraft", the economic performance and the simplification of the control are further improved, which is the obvious benefit of setting the engine flight attack angle electric adjustment mechanism.

[0066] When the aircraft cruises at a certain speed, the engine attack angle is adjusted so that the engine thrust direction is horizontal, and the aircraft (attack angle head up) flies horizontally, that is, the lift is completely provided by the unified lift surface, and the engine power only needs to resist the horizontal drag of the aircraft: so as to realize the flight at the optimal cruising speed within the determined speed range (90-500 Km / h).

[0067] The main wing 64 includes a main wing non-foldable section 641 and a main wing foldable section 642. The main wing 64 is installed on the co-rotating main wing beam 73, and the co-rotating main wing beam 73 is provided with a wing electric folding mechanism 74 in the middle.

[0068] The co-rotating beam 42 is rotationally connected with a first wing beam rotation support 71 arranged on the fuselage 6. The co-rotating main wing beam 73 is rotationally connected with a second wing beam rotation support 72 arranged on the fuselage 6. The co-rotating beam 42 is connected with a first rotation disc 65, the co-rotating main wing beam 73 is connected with a second rotation disc 67, and the first rotation disc 65 and the second rotation disc 67 are linked through a co-rotation mechanism 66.

[0069] The tail rotor 62 and the vertical tail fin 61 of the aircraft are located at the rear of the fuselage 6.

[0070] like Figure 6 As shown, the aircraft is currently in cruise mode, with the ailerons and main wing rotating together by 0°. All bottom surfaces are parallel and form a 7° angle with the engine thrust direction, which is horizontal. It can be seen that there is no adverse effect on the dynamic airflow or the airframe.

[0071] The electric ducted vertical takeoff and landing corotor aircraft also includes electrically retractable full-degree-of-freedom taxiing legs 8. Each electrically retractable full-degree-of-freedom taxiing leg 8 includes a telescopic mechanism housing 11 connected to the fuselage 6. A rotating component 12 is rotatably connected to the telescopic mechanism housing 11, and the rotating component 12 is linked to a first drive device 13. A telescopic rod 2 is threadedly engaged in the middle of the rotating component 12. The telescopic rod 2 and the telescopic mechanism housing 11 are engaged by an anti-rotation and axially sliding limiting structure. A caster wheel structure 3 is provided below the telescopic rod 2. The outer wall of the main body of the rotating component 12 is cylindrical, and its outer side wall is also provided with a retaining ring 122. The retaining ring 122 of the rotating component 12 rotatably engages with a retaining groove provided on the inner wall of the telescopic mechanism housing 11, and the retaining groove prevents the rotating component 12 from moving axially.

[0072] The omnidirectional wheel structure 3 includes a sliding link 31 and a guide pin 30. The sliding link 31 has a groove 311, and the guide pin 30 slides within the groove 311, connecting to the bottom of the telescopic rod 2. The bottom of the telescopic rod 2 has a shock-absorbing sliding hole 22, and the sliding link 31 slides within the shock-absorbing sliding hole 22. A shock-absorbing structure 37 is provided between the sliding link 31 and the shock-absorbing sliding hole 22. Preferably, the shock-absorbing structure 37 is a shock-absorbing rubber pad.

[0073] The omnidirectional wheel structure 3 also includes a fully free force transmission component 33 and a tire 38. The tire 38 is rotatably connected to the fully free force transmission component 33, which is connected to the sliding link 31 through an omnidirectional rotation structure.

[0074] The omnidirectional rotating structure includes a hemispherical connecting rod 34, a locking cover plate 32, and a hemispherical groove 331. The hemispherical groove 331 is disposed on the full-degree-of-freedom force transmission component 33. The hemispherical connecting rod 34 includes a connecting rod 341 and a hemisphere 342 connected together. The hemisphere 342 is spherically slidingly engaged with the hemispherical groove 331. The connecting rod 341 is connected to the sliding connecting rod 31 by a locking screw 35. The locking cover plate 32 is sleeved on the outside of the connecting rod 341, and its bottom presses against the top surfaces of both the hemispherical groove 331 and the hemisphere 342.

[0075] Preferably, the locking cover plate 32 includes a sleeve 321 connected vertically and an annular cover plate body 322. The sleeve 321 is fitted onto the outside of the connecting rod 341, and the lower end of the sliding connecting rod 31 abuts against the upper end of the sleeve 321. The annular cover plate body 322 presses against the top surfaces of both the hemispherical groove 331 and the hemisphere 342. Two pressure rods 36, located on both sides of the sleeve 321, are connected to the full-degree-of-freedom force transmission component 33, and the two pressure rods 36 press against the top surface of the annular cover plate body 322.

[0076] When the electric ducted vertical takeoff and landing corotor aircraft is manually propelled, the axis of the tire 38 is offset from the axis of the telescopic link 2 to prevent the tire 38 from getting stuck. Due to the eccentricity, the direction of the fully free horizontally rotating tire 38 will immediately be aligned with the direction of the fuselage's propulsion under the action of the telescopic link 2.

[0077] The telescopic rod 2 has an external thread 21, and the rotating part 12 has an internal thread. The external thread 21 engages with the internal thread of the rotating part 12. The anti-rotation and axially sliding limiting structure includes limiting planes 211 provided on the external threads 21 on both sides of the telescopic rod 2, and also includes square sliding holes 112 provided on the telescopic mechanism housing 11. The two limiting planes 211 and two oppositely arranged sidewalls of the square sliding holes 112 slide vertically in engagement. The limiting planes 211 can be formed by cutting on the complete external thread.

[0078] The rotating component 12 has an external toothed ring 121 arranged in a ring on its outer side. A first drive device 13 is connected to a first gear 132 via a power shaft 131, and the first gear 132 meshes with the external toothed ring 121 of the rotating component 12. The power shaft 131 passes through a power shaft sliding hole 111 provided on the telescopic mechanism housing 11. The first drive device 13 is a motor mounted on the machine body. The meshing between the first gear 132 and the external toothed ring 121 of the rotating component 12 achieves a 4-fold speed reduction, and the rotating component 12 drives the telescopic rod 2 via a threaded connection, achieving a 10-fold speed reduction.

[0079] The telescopic rod 2 has a hollow structure, which can reduce weight and achieve lightweighting. The top of the telescopic rod 2 is provided with a limiting rod cap 23, which cooperates with the top of the telescopic mechanism housing 11 or the rotating part 12.

[0080] For a small aircraft with four legs and a total weight of less than one ton, which is parked on a level ground, a horizontal thrust of 40 kg is more than enough to move it. Therefore, this mechanism can realize the function of moving the aircraft with full human freedom.

[0081] The automatic stretching action is performed after the aircraft leaves the ground, so the motor only needs to overcome the weight of the leg to achieve stretching. The weight of a single leg of the electric-duct vertical-lift co-rotating wing aircraft is about 1 kg, so the required motor is very small. For example, if a direct current motor with a torque of 0.1 N.m and a speed of 30 revolutions per second is used, the time required for the maximum stroke (200 mm) is about 6 seconds.

[0082] Due to the step-by-step amplification of force transmission, the full-freedom force transmission member 33 and the tire 38 can rotate freely, and the reverse force transmission requires rotation between the guide pin 30 and the rotating member 12, so the entire mechanism will not stretch due to the movement of the aircraft.

[0083] The overall leg is made of high-strength aviation aluminum, and after weight reduction, the weight of a single set of legs is about 0.9 kg.

[0084] In addition, the aircraft has a payload of 200-250 kg (two seats), a total weight of 800-850 kg when fully loaded, a cruising speed of 100-300 km / h, pure electric drive, zero carbon emissions, an aircraft lift-drag ratio greater than 10, and an aircraft effective range of about 300 km.

[0085] The electric-duct vertical-lift co-rotating wing aircraft can be manned or unmanned, and can take off and land like a helicopter, climb and cruise at low energy consumption like a fixed-wing aircraft, and glide at ultra-low energy consumption like a powered glider.

[0086] The main wing function is single, only used to provide lift. The main wing and aileron have simple stress working conditions, so the main wing and aileron can use a super-light structure of light skeleton + film, and the folding and rotating functions of the main wing can also be well achieved.

[0087] The engine is installed on the co-rotating beam, and the aileron is fixed on the co-rotating beam, so the co-rotating beam has a simple stress working condition, making it easy to achieve the rotating function.

[0088] Four dedicated secondary turbofan electric drive engines are used, which are arranged on the four corners to effectively improve flight performance, reduce noise, improve safety, and improve stability during vertical take-off and landing.

[0089] The main wing has a large wing span, and when the co-rotation is 0 degrees, all the wings and the belly form a unified lift surface, which can effectively improve the lift-drag ratio of the aircraft, achieve low-altitude economic performance, and improve safety.

[0090] An active tail rotor system is used, which makes the aircraft easy to control in vertical take-off and fixed-wing flight states.

[0091] The co-rotation mechanism realizes unified control and synchronous co-rotation of the aileron and the main wing, and the vertical take-off and fixed-wing flight use the same power, so the engine and the wing are always in the best cooperative state, and the control is simple.

[0092] The engine flight attack angle electric adjusting mechanism can realize free adjustment of the included angle between the engine and the unified lifting surface represented by the main wing within 0-7 degrees, greatly expands the optimal cruising speed range, and further effectively reduces the comprehensive energy consumption of flight.

[0093] A high-energy battery pack is used to provide energy.

[0094] The semi-circular design of the upper body and the ship-like design of the lower body make the aircraft have a small drag coefficient and the ability to take off and land on calm water.

[0095] The flight process of the electric-ducted vertical-lift coaxial wing aircraft is as follows:

[0096] Flight plan and weather - move to the take-off site - check whether the overall take-off conditions such as power, wings, etc. are met one by one - load people and goods - start the main power - test the main power operation and the rotation of the coaxial mechanism - start the tail rotor power - test the tail rotor power and direction control - check the folding of the electric membrane wing and the working condition of the electric trolley - take off with increased throttle - turn off the main power and tail rotor power after landing - fold the main membrane wing - move (if necessary) - overall parking inspection - enter the warehouse (if necessary).

[0097] The details of the key protection content of the case are described below:

[0098] The main membrane wing is composed of a main wing beam and a lightweight skeleton outer high-tensile membrane material, which mainly provides the lift required during flight in the air.

[0099] The main wing beam and the lightweight skeleton are made of metal materials with good performance (bending resistance, shear resistance, torsion resistance, etc.) and light weight, generally using high-strength aluminum alloy aviation materials.

[0100] The first choice for the membrane material is carbon fiber membrane. Carbon fiber has excellent tensile properties, with an average tensile strength of about 5000 MPa, which is 10 times that of steel (with an average tensile strength of about 400 MPa). Its tensile strength is more than enough for wing membranes, and carbon fiber is very light, so carbon fiber membrane is the first choice; ultra-thin high-strength aluminum alloy plates and other lightweight high-tensile membrane materials can be used as second choices when special needs are considered.

[0101] The front coaxial beam and its two engines are arranged in the middle and lower layers, and the rear coaxial beam and its two engines are arranged on the vertical tail on the top layer. This arrangement completely eliminates the mutual interference between the power and the main wing, and at the same time, the rear engine reduces the air pressure of the upper part of the main wing, and the front engine increases the air pressure of the lower part of the main wing, which undoubtedly has a beneficial effect on the lift of the aircraft, thereby making an additional contribution to improving the lift-drag ratio.

[0102] Four engines arranged in the four corners of the aircraft to provide the required lift and forward traction when taking off and landing, still can ensure safe flight in the case of individual engine breakdown; reduce the noise and more green environmental protection.

[0103] The upper half of the fuselage is designed to reduce wind resistance, and the lower part is designed as a flat boat to coordinate the main wing to provide lift while having a small drag coefficient and the ability to take off and land on calm water; The fuselage structure and outer skin are made of high-strength aluminum alloy materials, and the inner skin is made of carbon fiber cloth. The inner and outer skins of the floor are made of strong aluminum alloy sheets, and the gap between the inner and outer skins is filled with hard foam plastic.

[0104] Avionics system: equipped according to actual needs, including strong electrical system (propeller, motor, air conditioning power supply), weak electrical system (battery power induction, wheel foot extension induction and control, film wing angle induction and control), communication and information display system (central control computer, sky and ground communication, display screen, navigation route, altitude, speed, distance, temperature, power, aircraft attitude angle, load, time, etc.).

[0105] The main calculation formula is as follows:

[0106] Flight resistance: fw=A*Cw*V 2 / 16(Kg)

[0107] Where: A-wind resistance area (m 2 )

[0108] Cw-wind resistance coefficient (0.3-0.6)

[0109] V-velocity (m / s)

[0110] Lift: Y=P*C*S*V 2 / 2(N)

[0111] Where: P-atmospheric density (according to the atmospheric density curve of the region, 1.2 below 500m, gradually decreasing above)

[0112] C-lift coefficient is about 1

[0113] S-wing area (m 2 )

[0114] V-velocity (m / s)

[0115] In the simulation experiment of the "vertical take-off film wing aircraft" project of the Southern University of Science and Technology, the simulation was carried out according to the standard of the electric-cantilever vertical-lift co-rotating wing aircraft (equivalent to the last column), and the following is selected:

[0116] Compared with the most similar Airbus A3 Vahana2, the endurance and range parameters of the vertical take-off film wing aircraft are greatly improved, showing great advantages;

[0117] By comparing the overall performance parameters, two manned products are compared as follows by selecting the effective payload of about 200 kg and the empty weight of about 600 Kg:

[0118]

[0119] The above only describes the preferred embodiments of the present application and is not used to limit the present application, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An electric ducted vertical lift co-rotor aircraft, characterized in that, The fuselage (6) includes a main wing (64) in the middle of the fuselage (6). Engines (5) are connected to the main wing (64) on the front and rear sides of the fuselage (6) via an electric adjustment mechanism (7). The electric adjustment mechanism (7) is equipped with ailerons (63). The engines (5) are arranged in front and rear, staggered vertically. The ailerons (63), main wing (64), and rear ailerons (63) are arranged from bottom to top. The electric adjustment mechanism (7) includes a moving sleeve (41) and a connected common beam. (42) and fixed sleeve (43), movable sleeve (41) and fixed sleeve (43) are arranged coaxially and rotated together; the side wall of movable sleeve (41) is provided with a first slide rail (411) at a certain angle to its axis, and the side wall of fixed sleeve (43) is provided with a second slide rail (431) parallel to its axis; a slide rod (446) is provided between the first slide rail (411) and the second slide rail (431), and the slide rod (446) is linked to an electric telescopic mechanism; the aileron (63) is connected to the common rotating beam (42), and the movable sleeve (41) is connected to the engine (5).

2. The electric ducted vertical lift co-rotor aircraft according to claim 1, characterized in that, The electric telescopic mechanism includes an external threaded telescopic rod (444) and an internal threaded drum (445) that are threaded together, as well as an electric telescopic mechanism housing (442) and a second motor (441); a slide rod (446) is connected to the external threaded telescopic rod (444); the internal threaded drum (445) is rotatably connected to the electric telescopic mechanism housing (442), and the output end of the second motor (441) is linked with the internal threaded drum (445) through a transmission mechanism.

3. The electric ducted vertical lift co-rotor aircraft according to claim 1, characterized in that, It also includes an electrically telescopic fully free-degree sliding leg (8), which includes a telescopic mechanism housing (11) connected to the body (6). A rotating component (12) is rotatably connected to the telescopic mechanism housing (11). The rotating component (12) is linked to a first drive device (13). A telescopic rod (2) is threadedly engaged in the middle of the rotating component (12). The telescopic rod (2) and the telescopic mechanism housing (11) are engaged by a limiting structure that prevents rotation and allows axial sliding. A universal wheel structure (3) is provided below the telescopic rod (2).

4. The electric ducted vertical lift co-rotor aircraft according to claim 3, characterized in that, The universal wheel structure (3) includes a sliding link (31) and a guide pin (30); the sliding link (31) is provided with a groove (311), the guide pin (30) is slidably engaged with the groove (311), and the guide pin (30) is connected to the bottom of the telescopic rod (2); the bottom of the telescopic rod (2) is provided with a shock-absorbing sliding hole (22), the sliding link (31) is slidably engaged with the shock-absorbing sliding hole (22); a shock-absorbing structure (37) is provided between the sliding link (31) and the shock-absorbing sliding hole (22); the universal wheel structure (3) also includes a full-degree-of-freedom force transmission component (33) and a tire (38); the tire (38) is rotatably connected to the full-degree-of-freedom force transmission component (33), and the full-degree-of-freedom force transmission component (33) is connected to the sliding link (31) through a universal rotation structure.

5. The electric ducted vertical lift co-rotor aircraft according to claim 1, characterized in that, The main wing (64) includes a non-foldable section (641) and a foldable section (642); the main wing (64) is mounted on a co-rotating main wing spade (73), and the co-rotating main wing spade (73) is provided with an electric wing folding mechanism (74) in the middle.

6. The electric ducted vertical lift co-rotor aircraft according to claim 5, characterized in that, The co-rotating beam (42) is rotatably connected to the first wing spar rotating support (71) set on the fuselage (6); the co-rotating main wing spar (73) is rotatably connected to the second wing spar rotating support (72) set on the fuselage (6); a first rotating disk (65) is connected to the co-rotating beam (42), and a second rotating disk (67) is connected to the co-rotating main wing spar (73); the first rotating disk (65) and the second rotating disk (67) are linked together through the co-rotating mechanism (66).

7. The electric ducted vertical lift co-rotor aircraft according to claim 1, characterized in that, The fuselage (6) is equipped with a tail rotor (62) and a vertical tail fin (61) at the rear.

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