A three-wing hybrid vertical take-off and landing aircraft

Abstract

The present invention discloses a three-wing hybrid vertical take-off and landing aircraft, comprising a stilt-body fuselage, a front wing assembly, a middle wing assembly and a rear wing assembly; the front wing assembly, the middle wing assembly and the rear wing assembly are sequentially arranged on the stilt-body fuselage along the front and rear directions of the stilt-body fuselage; the front wing assembly, the middle wing assembly and the rear wing assembly are two each, and are symmetrically arranged on both sides of the stilt-body fuselage; wherein: the front wing assembly comprises a front wing body, a first power group and a first buoy mechanism; the front wing body is fixedly connected to the stilt-body fuselage, and the first buoy mechanism is installed below the front wing body; the first power group is installed on the front wing body; the first power group is installed on the front wing body, and in the parking state, the first power group is in an inclined state to provide a moment that can make the stilt-body fuselage stilt up. The present invention can make it easier to stilt up during the take-off stage.

Description

Technical Field

[0001] The present invention relates to the field of aerospace technology, and in particular to a three-wing hybrid power vertical take-off and landing aircraft. Background Art

[0002] Fixed-wing aircraft for vertical take-off and landing need to achieve an organic combination of vertical take-off and landing and efficient horizontal flight. At present, there are several configuration schemes: composite wing configuration: fixed wing as the main body, with additional multi-rotor modules, using the multi-rotor modules for take-off and landing; tilt-rotor configuration: part or all of the rotors of the fixed wing can be tilted, and the rotors provide lift in the horizontal plane during take-off and landing. During the level flight stage, part or all of the rotors are tilted to the longitudinal axis plane of the fuselage to provide flight traction or thrust; tail-seat layout: the nose is upward during take-off and landing, and the whole machine tilts to achieve flight stage switching. The self-tilting cantilever vertical take-off and landing aircraft uses the differential of distributed power and a specially designed belly curve or skid to achieve the tilt of the entire aircraft. Compared with the composite layout, the additional resistance brought by the vertical take-off power unit is smaller. Compared with the tilt-rotor and tilt-wing layouts, there is no mechanical tilt mechanism, and the aircraft structure is simple and light.

[0003] The three-wing layout is common in vertical take-off and landing aircraft with a composite layout. Its main wing, canard and horizontal tail are basically located in the same horizontal plane. As shown in patents CN211685619U and CN107571994B, the front and rear wing surfaces mainly play the role of connecting and balancing the pitch moment of the main wing, and do not generate positive lift. Therefore, the main wing adopts a large wingspan design like conventional fixed wings, and has certain requirements for the width of the take-off and landing site. As shown in patent CN211685619U, when used for water take-off and landing, the large wingspan design is not conducive to coping with undulating water conditions. Patent CN115230963A is a three-wing layout aircraft based on a tilting duct design. Its three wing surfaces all generate positive lift and share the aerodynamic load of the main wing. This improves the stability of the aircraft and reduces the structural weight. Its wing height distribution is: the middle wing is the highest, the front wing is the second, and the rear wing is the lowest. Therefore, in level flight, the rear wing is immersed in the downwash of the middle wing, and the aerodynamic effect of the rear wing becomes worse.

[0004] In addition, for vertical take-off and landing fixed-wing aircraft, a high-power power unit is required to generate lift during the take-off and landing phase, and a distributed power unit with high dynamic response is used to generate attitude control force during this phase, and the power consumption is low when flying in fixed-wing mode. The idea of ​​hybrid power for vertical take-off and landing aircraft is usually shown in patents CN212797308U and CN112046764B.

[0005] The self-tilting stilt-body vertical take-off and landing aircraft is provided with an arc-shaped belly curve or a skid to meet its special "tumbling" take-off and landing mode. For example, a certain type of aircraft of a certain company adopts an arc-shaped belly curve to complete the smooth transition of take-off and landing. For example, patent CN115503952A adopts an "eight-shaped" skid to realize this process.

[0006] The curved belly design of a company's tilt-and-tilt vertical take-off and landing aircraft not only meets the aircraft's attitude change requirements during tilt-and-tilt take-off and landing, but also, if it takes off and lands on the water, the protruding belly can be used as a buoy to ensure that the aircraft's power and other components are above the water surface. However, in fact, the aircraft has not been verified for water take-off and landing, because although the curved fuselage can be used as a buoy to achieve a large displacement, its tail is narrow and has limited drainage capacity. According to the early simulation of the present invention, when landing vertically, the tail including the rear wing will be completely submerged in water.

[0007] Existing self-tilting swivel vertical take-off and landing aircraft, including a certain type of aircraft of a certain company and patent CN115503952A, all adopt a double-wing layout. In order to make it easier to "roll" up, the center of gravity of the self-tilting swivel needs to be relatively far back. Considering the static stability requirements, the wingspan of the rear wing needs to be increased, which brings a series of negative effects on take-off and landing: the width of the take-off and landing field is required to be higher, and there is a great risk of the rear wing touching the ground during take-off and landing. Therefore, the center of gravity of the double wing can only be moved forward as far as possible to the middle of the two wings, and the lever arm of the front wing pulling force is shorter, which makes it more difficult for the self-tilting aircraft to "roll".

[0008] A feasible solution is shown in patent CN115503952A, which uses the front wing to generate pulling force, and the propeller of the rear wing reverses to generate reverse pulling force at the moment of "rolling", so that the pulling force of the front wing and the rear wing forms a pair of force couples. After the body is vertical, the propeller of the rear wing reverses and generates pulling force together with the front wing to make the aircraft leave the ground. This brings severe alternating loads to the power system of the rear wing, seriously reducing the life of the motor and other equipment.

[0009] In summary, for special water surface take-off and landing application scenarios, existing aircraft designs are difficult to meet the needs. How to increase the endurance of vertical take-off and landing aircraft and how to make the stilt-body vertical take-off and landing aircraft take off more easily are important issues that need to be solved in this field. Summary of the invention

[0010] The purpose of the present invention is to provide a three-wing, hybrid power vertical take-off and landing aircraft to solve the deficiencies in the prior art. The aircraft can be more easily lifted off during the take-off phase, increase the flight time, and better adapt to water take-off and landing.

[0011] The present invention provides a three-wing hybrid vertical take-off and landing aircraft, comprising a stilt-body fuselage, a front wing assembly, a middle wing assembly and a rear wing assembly; the front wing assembly, the middle wing assembly and the rear wing assembly are sequentially arranged on the stilt-body fuselage along the front-back direction of the stilt-body fuselage; the front wing assembly, the middle wing assembly and the rear wing assembly are each two, and are symmetrically arranged on both sides of the stilt-body fuselage;

[0012] Wherein: the cantilever assembly comprises a cantilever body, a first power group and a first buoy mechanism; the cantilever body is fixedly connected to the cantilever fuselage, the first buoy mechanism is installed below the cantilever body; the first power group is installed on the cantilever body;

[0013] The first power group is installed on the front wing body. In a stopped state, the first power group is in a tilted state to provide a moment capable of tilting the tilted fuselage.

[0014] As described above, the three-wing, hybrid vertical take-off and landing aircraft, wherein optionally: in a level flight state, the front wing assembly, the middle wing assembly and the rear wing assembly are arranged in sequence from low to high along the height direction of the fuselage.

[0015] The three-wing, hybrid vertical take-off and landing aircraft as described above, wherein, optionally, it also includes a connecting wing, wherein the connecting wing connects the middle wing assembly and the rear wing assembly on the same side of the cantilever fuselage; and the connecting wing is inclined outwardly in a direction from front to rear.

[0016] The three-wing hybrid vertical take-off and landing aircraft as described above, wherein, optionally, the first pontoon mechanism includes a load-bearing bracket, a pontoon body, a telescopic member and a pontoon wheel;

[0017] The upper end of the load-bearing bracket is connected to the front wing body, and the lower end is connected to the pontoon body; the lower end of the telescopic member is hinged to the pontoon wheel, and the upper end is hinged to the front wing body.

[0018] The three-wing, hybrid power VTOL aircraft as described above, wherein, optionally, the mid-wing assembly includes a mid-wing body and a second power group;

[0019] The second power group is installed on the middle wing body;

[0020] The center of gravity of the aircraft is located on the plane where the middle wing body is located.

[0021] The three-wing hybrid vertical take-off and landing aircraft as described above, wherein, optionally: the mid-wing assembly further includes a second buoy mechanism;

[0022] The second buoy mechanism is installed at the bottom of the middle wing body.

[0023] The three-wing hybrid vertical take-off and landing aircraft as described above, wherein, optionally: the rear wing assembly includes a rear wing body and a third power group;

[0024] The third power group is installed on the rear wing body.

[0025] As described above, the three-wing, hybrid vertical take-off and landing aircraft, wherein optionally: in the length direction of the stilt-body fuselage, the distance between the front wing body and the middle wing body is greater than the distance between the middle wing body and the rear wing body.

[0026] The three-wing, hybrid vertical take-off and landing aircraft as described above, wherein optionally: at least one of the front wing body, the middle wing body and the rear wing body is configured with a control surface.

[0027] As described above, in the three-wing hybrid vertical take-off and landing aircraft, optionally, the lengths of the front wing body, the middle wing body and the rear wing body increase sequentially.

[0028] As described above, the three-wing hybrid vertical take-off and landing aircraft, wherein optionally: the dihedral angle of the front wing body is 6-8 degrees, the dihedral angle of the middle wing body is 7-9 degrees, and the dihedral angle of the rear wing body is 6-8 degrees.

[0029] As described above, the three-wing hybrid vertical take-off and landing aircraft, wherein optionally: the sweep angle of the front wing body is 7-13 degrees, the sweep angle of the middle wing body is 15 to 25 degrees, and the sweep angle of the rear wing body is -5 to 5 degrees.

[0030] The three-wing, hybrid vertical take-off and landing aircraft as described above is characterized in that: the first power group, the second power group and the third power group are all composed of a power device and a propeller;

[0031] The power devices of the first power group and the second power group are electric power units, and the power device of the third power group is a hydrogen power unit or a fuel power unit; or, the power devices of the first power group and the second power group are hydrogen power units or fuel power units, and the power device of the third power group is an electric power unit.

[0032] Compared with the prior art, the three-wing stilt body proposed in the present invention is easier to "roll" than the double-wing body; under the same take-off weight, the three-wing design has a smaller wingspan than the double-wing stilt body configuration, and its corresponding space volume is smaller, which is conducive to the direct transportation of ships, containers and trucks, and at the same time, the width requirement of the take-off and landing site is lower; the power layout of the three-wing is more flexible for hybrid design. The existing double-wing stilt body is equipped with four power units on the front wing and the rear wing respectively. In order to make the tension line pass through the center of gravity and be symmetrical in level flight, there are two similar hybrid power layout methods: the four internal power groups use fuel (or hydrogen) power units, and the four external power groups use electric power units, or vice versa; while the three-wing can be the two power groups of the middle wing using fuel (or hydrogen), or the four power groups of the front wing and the rear wing using fuel (or hydrogen), which is adapted to different level flight power requirements and is more flexible than the double-wing; if a combined wing is set for the double-wing, the length of the combined wing is relatively large, and a large structural weight is required to achieve the requirement of improving the structural rigidity of the fuselage. The three-plane wing can realize the design of the wing at a lower weight cost. The middle wing and the rear wing of the three-plane wing form a wing, which improves the structural rigidity of the grounding side of the aircraft and is more conducive to absorbing the impact during self-tilting landing. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is an axonometric diagram of the level flight attitude of the aircraft proposed by the present invention;

[0034] Figure 2 It is a side view of the aircraft in level flight posture proposed by the present invention;

[0035] Figure 3 It is a front view of the aircraft in level flight posture proposed by the present invention;

[0036] Figure 4 It is a top view of the aircraft in level flight posture proposed by the present invention;

[0037] Figure 5 It is a front view of the aircraft in the ground parking state proposed by the present invention;

[0038] Figure 6 It is a side view of the aircraft in the ground parking state proposed by the present invention;

[0039] Figure 7 It is a side view of the aircraft proposed by the present invention in a state of drifting in water;

[0040] Figure 8 It is the take-off process and schematic diagram of the aircraft proposed by the present invention.

[0041] Description of reference numerals:

[0042] 1- fuselage, 2- front wing assembly, 3- middle wing assembly, 4- rear wing assembly, 5- wing assembly;

[0043] 21 - front wing body, 22 - first power group, 23 - first buoy mechanism;

[0044] 231-load-bearing bracket, 232-float body, 233-telescopic member, 234-float wheel;

[0045] 31 - middle wing body, 32 - second power group, 33 - second buoy mechanism;

[0046] 41 – rear wing body, 42 – third power unit;

[0047] 51 – Landing gear. DETAILED DESCRIPTION

[0048] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, but should not be construed as limiting the present invention.

[0049] In view of the problems raised in the background technology, the present invention proposes the following embodiments to solve them.

[0050] Example 1

[0051] Please refer to Figures 1 to 8 This embodiment proposes a three-wing hybrid vertical take-off and landing aircraft, including a stilt fuselage 1, a front wing assembly 2, a middle wing assembly 3 and a rear wing assembly 4; the front wing assembly 2, the middle wing assembly 3 and the rear wing assembly 4 are sequentially arranged on the stilt fuselage 1 along the front and rear direction of the stilt fuselage 1; the front wing assembly 2, the middle wing assembly 3 and the rear wing assembly 4 are two each, and are symmetrically arranged on both sides of the stilt fuselage 1. In specific implementation, the stilt fuselage 1 should also be arranged in a left-right symmetrical structure, with two front wing assemblies 2 respectively arranged on the left and right sides of the stilt fuselage 1, and the two are symmetrical; two middle wing assemblies 3 respectively arranged on the left and right sides of the stilt fuselage 1, and the two are symmetrical; two rear wing assemblies 4 respectively arranged on the left and right sides of the stilt fuselage 1, and the two are symmetrical.

[0052] Specifically, the stilt fuselage 1 is a combination of a stilt configuration and a boat-shaped keel fuselage adapted for taking off and landing on water. Figure 5 and Figure 6 That is, the bottom of the stilt body 1 is set to a boat-shaped keel shape, so that it can be easily lifted on the ground and reduce the resistance when taking off from water.

[0053] The cantilever assembly 2 includes a cantilever body 21, a first power group 22 and a first buoy mechanism 23; the cantilever body 21 is fixedly connected to the cantilever fuselage 1, and the first buoy mechanism 23 is installed below the cantilever body 21. The function of the first buoy mechanism 23 is to enable the aircraft to be at an angle that is convenient for takeoff when it is parked, whether on the ground or on the water, that is, the front end of the aircraft is tilted upward. More specifically, when it is parked, the center line of the first power group 22 is tilted so that when the first power group 22 is started, it can provide a force that is obliquely forward and upward, and this force can generate a torque that causes the cantilever fuselage 1 to tilt up. The first power group 22 is installed on the cantilever body 21. Specifically, the first power group 22 is rotatably installed on the cantilever body 21, and the first power group 22 is driven by an engine or a motor.

[0054] The first power group 22 is installed on the front wing body 21. In the stopped state, the first power group 22 is in a tilted state to provide a moment that can lift the stilt fuselage 1.

[0055] In the specific implementation, when the machine is stopped on the ground, Figure 5 As shown, the two first buoy mechanisms 23 and the belly of the cantilever fuselage 1 touch the ground at the same time. At this time, the first buoy mechanisms 23 are in a compressed state, and the aircraft has a parking angle that is conducive to take-off.

[0056] When the machine is stopped on the surface, Figure 7 As shown, the two first buoy mechanisms 23 and the rear part of the cantilever fuselage 1 are immersed in water, the aircraft has a parking angle that is favorable for takeoff, the first power group 22 of the front wing assembly 2 is much higher than the water surface, and the propeller tip of the middle wing assembly 3 may be immersed in water, but the tilting process is powered by the first power group 22 on the front wing assembly 2. During the vertical posture process, the propeller of the middle wing assembly 3 is out of water without affecting takeoff.

[0057] like Figure 8 As shown, the take-off process is as follows: the first power group 22 of the front wing assembly 2 generates a pulling force, which causes the cantilever fuselage 1 to generate a nose-up moment around the ground contact point, and the aircraft "rolls" along the belly curve. During this process, the buffer of the first float mechanism 23 is released. Until the aircraft attitude is vertical. Then the propellers of the front wing assembly 2, the middle wing assembly 3 and the rear wing assembly 4 generate a pulling force together to make the aircraft leave the ground; at this time, the center of gravity of the three-wing aircraft is further back than that of the two-wing cantilever aircraft, and the nose-down moment caused by the aircraft gravity is smaller, making it easier to take off.

[0058] Aircraft hovering state: The power groups of the front wing assembly 2, the middle wing assembly 3 and the rear wing assembly 4 simultaneously generate pulling force to balance gravity. The pitch moment is generated by the pulling force differential of the front wing assembly 2 and the rear wing assembly 4, and the yaw moment is generated by the pulling force differential of the front wing assembly 2 and the rear wing assembly 4 on the left and right sides. The middle wing assembly 3 does not participate in the control. The rolling moment is achieved by the deflection of the control surfaces on the front wing assembly 2 and the rear wing assembly 4. The propeller of the middle wing assembly 3 is a variable pitch propeller, which has a small pitch during takeoff and hovering to avoid the loss of pulling force due to propeller stall.

[0059] Conversion from hovering to level flight: The tension of the front wing assembly 2, the middle wing assembly 3 and the rear wing assembly 4 increases, among which the tension of the rear wing assembly 4 increases more greatly, generating a nose-down moment around the center of gravity of the aircraft and forward flight acceleration.

[0060] Level flight: the front wing assembly 2 and the rear wing assembly are closed, and the middle wing assembly 3 provides the thrust required for flight.

[0061] Conversion from level flight to hovering: the front wing assembly 2 and the rear wing assembly 4 are started, the tension of the front wing assembly 2 is greater than the tension of the rear wing assembly 4, and the tension of the middle wing assembly 3 becomes smaller. At this time, a nose-up moment is generated around the center of gravity of the aircraft, making the aircraft attitude vertical.

[0062] The landing process is as follows: the overall pulling force of the aircraft is gradually reduced, the height of the aircraft is reduced until the tail landing gear of the aircraft touches the ground, the pulling force of the front wing assembly 2, the middle wing assembly 3 and the rear wing assembly 4 is further reduced, and the pulling force of the front wing assembly 2 is reduced at a faster rate. The aircraft slowly lowers its head under the action of gravity and rotates forward around the landing point until the first buoy mechanism 23 contacts the ground.

[0063] In a specific implementation, in a level flight state, the front wing assembly 2, the middle wing assembly 3 and the rear wing assembly 4 are arranged in sequence from low to high. The front wing assembly 2, the middle wing assembly 3 and the rear wing assembly 4 are arranged in sequence from low to high, and the front wing assembly 2, the middle wing assembly 3 and the rear wing assembly 4 are basically parallel. In this way, a moment can be generated by adjusting the power of the front wing assembly 2, the middle wing assembly 3 and the rear wing assembly 4 to achieve hovering, pitching, tilting and vertical take-off.

[0064] In a specific implementation, it also includes a connecting wing 5, the connecting wing 5 connects the middle wing assembly 3 and the rear wing assembly 4 on the same side of the stilt body 1; the connecting wing 5 is inclined outward in the direction from front to rear. Specifically, the connecting wing 5 is used to connect the middle wing assembly 3 and the rear wing assembly 4, and is used to connect the middle wing assembly 3 and the rear wing assembly 4. Specifically, the number of connecting wings 5 ​​is two, and the two connecting wings 5 ​​are respectively arranged on the left and right sides of the stilt body 1, and each connecting wing 5 is used to connect the middle wing assembly 3 and the rear wing assembly 4 on the same side of the stilt body 1. More specifically, the connecting wing 5 is connected to one end of the middle wing assembly 3 away from the stilt body 1 and one end of the rear wing assembly 4 away from the stilt body 1.

[0065] In a specific implementation, the first buoy mechanism 23 includes a load-bearing bracket 231, a buoy body 232, a telescopic member 233 and a buoy wheel 234. Specifically, the load-bearing bracket 231 can be a shock absorber that can be compressed, and the telescopic member 233 can be a hydraulic rod or an electric telescopic rod.

[0066] The upper end of the load-bearing bracket 231 is connected to the front wing body 21, and the lower end is connected to the pontoon body 232; the lower end of the telescopic member 233 is hinged to the pontoon wheel 234, and the upper end is hinged to the front wing body 21. In the specific implementation, there are also two first pontoon mechanisms 23, that is, each of the front wing components 2 is provided with a first pontoon mechanism 23. The first pontoon mechanism 23 is provided at the end of the front wing body 21 or at the front wing body 21 corresponding to the first power group 22. The two first pontoon mechanisms 23 are symmetrically arranged.

[0067] Specifically, the middle wing assembly 3 includes a middle wing body 31 and a second power group 32; the second power group 32 is installed on the middle wing body 31; the center of gravity of the aircraft is located on the plane where the middle wing body 31 is located. Specifically, the position of the center of gravity of the aircraft is related to the driving method of the aircraft in level flight. According to different designs, when the aircraft is designed to be driven only by the second power group 32 in level flight, it is better to have the center of gravity of the aircraft located on the plane where the middle wing body 31 is located. More specifically, the center of gravity of the aircraft is located on the plane where the center lines of the two second power groups 32 are located. When the aircraft is designed to be driven by the first power group 22 and the third power group 42 in level flight, it is better to have the center of gravity of the aircraft located between the front wing body 21 and the rear wing body 41.

[0068] The middle wing assembly 3 further includes a second pontoon mechanism 33; the second pontoon mechanism 33 is installed at the bottom of the middle wing body 31. Specifically, the second pontoon mechanism 33 has the same structure as the first pontoon mechanism 23, that is, the second pontoon mechanism 33 also includes a load-bearing bracket 231, a pontoon body 232, a telescopic member 233 and a pontoon wheel 234. When different, the first pontoon mechanism 23 and the second pontoon mechanism 33 can have different sizes according to actual needs. The number of the second pontoon mechanisms 33 is also two, and the two second pontoon mechanisms 33 are symmetrically arranged. Each second pontoon mechanism 33 is located at one end of the corresponding middle wing body 31 away from the cantilever fuselage 1 or at the middle wing body 31 corresponding to the second power group 32. In specific implementation, the second pontoon mechanism 33 is used to provide buoyancy when immersed in water. When the aircraft stops on the ground, the second pontoon mechanism 33, the first pontoon mechanism 23, and the belly of the cantilever fuselage 1 are in contact with the ground together to form a stable support.

[0069] In a specific implementation, the rear wing assembly 4 includes a rear wing body 41 and a third propeller 42; the third power group 42 is installed on the rear wing body 41. That is, each rear wing assembly 4 is provided with a third power group 42, and the two third power groups 42 are symmetrically arranged.

[0070] In specific implementation, the propeller of the second power group 32 adopts a variable pitch propeller, which is in a small pitch mode during take-off and landing, and in a large pitch mode during level flight. For those skilled in the art, the variable pitch design is easy to understand and universal, and is therefore not limited to a specific type of variable pitch mechanism.

[0071] In order to make the stilt-body fuselage 1 easier to be lifted, in the length direction of the stilt-body fuselage 1, the distance between the front wing body 21 and the middle wing body 31 is greater than the distance between the middle wing body 31 and the rear wing body 41. In a specific implementation, in the grounded state, when the aircraft stops on the ground, the belly of the stilt-body fuselage 1 is in contact with the ground at a position below the middle wing body 31, more specifically, at a position below the center line of the line connecting the two middle wing bodies 31. Setting the distance between the front wing body 21 and the middle wing body 31 to be greater than the distance between the middle wing body 31 and the rear wing body 41 is conducive to the first power group 22 being able to provide a larger torque during takeoff, so that the stilt-body fuselage 1 can be lifted more easily.

[0072] In a specific implementation, at least one of the front wing body 21, the middle wing body 31, and the rear wing body 41 is provided with a rudder surface. That is, the rudder surface may be provided only on the front wing body 21, the middle wing body 31, or the rear wing body 41, or on two of the front wing body 21, the middle wing body 31, and the rear wing body 41, or on all of the front wing body 21, the middle wing body 31, and the rear wing body 41.

[0073] In a specific implementation, in a preferred implementation manner, the lengths of the front wing body 21, the middle wing body 31 and the rear wing body 41 increase sequentially.

[0074] Furthermore, the anhedral angle of the front wing body 21 is 6-8 degrees, specifically, the anhedral angle can be set to 6 degrees, 7 degrees or 8 degrees, etc. The dihedral angle of the middle wing body 31 is 7-9 degrees, specifically, it can be 7 degrees, 8 degrees or 9 degrees, etc., and the dihedral angle of the rear wing body 41 is 6-8 degrees, specifically, it can be 6 degrees, 7 degrees or 8 degrees, etc. In a preferred combination, the anhedral angle of the front wing body 21 is 7 degrees, the dihedral angle of the middle wing body 31 is 8 degrees, and the dihedral angle of the rear wing body 41 is 7 degrees. By setting in this way, the lateral stability of the aircraft can be ensured.

[0075] Specifically, the sweep angle of the front wing body 21 is 7-13 degrees. In specific implementation, the sweep angle of the front wing body 21 can be 8 degrees, 9 degrees, 10 degrees, 11 degrees or 12 degrees, and of course other values. The sweep angle of the middle wing body 31 is 15 to 25 degrees, for example, 16 degrees, 17 degrees, 18 degrees, 19 degrees, 20 degrees, 21 degrees, 22 degrees, 23 degrees and 24 degrees.

[0076] Specifically, the power devices of the first power group and the second power group are electric power units, and the power device of the third power group is a hydrogen power unit or a fuel power unit; or, the power devices of the first power group and the second power group are hydrogen power units or fuel power units, and the power device of the third power group is an electric power unit.

[0077] For an aircraft using folding propellers, when the aircraft is in level flight, the folding propellers on the front wing assembly 2 and the rear wing assembly 4 are folded backward to reduce flight resistance, and the fuel power unit or hydrogen power unit of the middle wing assembly 3 provides the thrust required for flight, and the propeller of the second power group 32 is a variable pitch propeller, which becomes a large pitch during level flight to improve propeller efficiency; during level flight, the pitch moment is generated by the rudders of the front wing body 21 and the rear wing body 41, the rolling moment is generated by the rudders of the front wing body 21 and the rear wing body 41, and the yaw moment is generated by the yaw moment by the differential tension of the left and right power groups of the middle wing assembly 3. At this time, the tension line of the middle wing assembly 3 passes through the center of gravity of the aircraft, and the tension does not generate additional pitching moment; the middle wing assembly has its own generator, which can generate electricity to charge the battery at this stage. Therefore, the aircraft can carry batteries that meet the take-off requirements, and the power required for landing is provided by the generator during the level flight stage. Considering safety, the power generation function provides sufficient power reserve.

[0078] During use, the landing process is specifically as follows: the overall tension of the aircraft is gradually reduced, the height of the aircraft is reduced until the tail of the aircraft and the wing landing gear touch the ground, the front wing assembly 2, the middle wing assembly 3 and the rear wing assembly 4 are further reduced, the rate of reduction of the tension of the front wing assembly 2 is faster, and the aircraft slowly lowers its head under the action of gravity and rotates forward around the touchdown point. During this process, the pontoon wheel 234 of the middle wing assembly 3 touches the ground first, the load-bearing bracket 231 is compressed, and then the pontoon wheel 234 under the front wing assembly touches the ground, and the pontoon load-bearing bracket 231 is compressed. The wing 5 of the middle wing body 31 and the rear wing body 41 improves the structural rigidity of the aircraft, and has a greater tolerance for possible emergency and rough landings. In addition, the landing gear at the wing 5 has a large lateral width, which provides higher support for the aircraft during landing.

[0079] In a specific implementation, in order to facilitate take-off and landing, the wing 5 is provided with a landing gear 51 protruding backwards, and the rear side of the landing gear 51 has an arc-shaped structure.

[0080] Example 2

[0081] This embodiment is a further improvement on the embodiment 1, and the similarities are not repeated here, and only the differences are described below.

[0082] The difference from the first embodiment is that the connection mode of the power unit is different. That is, in this embodiment, the first power unit is an electric power unit, and the second power unit is a hydrogen power unit or a fuel power unit.

[0083] That is, the power of the second power group 32 is provided by an electric unit, and the power of the first power group 22 and the third power group 42 is provided by a fuel power unit or a hydrogen power unit.

[0084] In this case, the center of gravity of the aircraft is changed accordingly, that is, the center of gravity should be between the plane where the front wing body 21 is located and the plane where the rear wing body 41 is located. In the level flight state, the first power group 22 and the third power group 42 provide power, and the battery is charged in the level flight state. In the specific implementation, the electric power unit includes a motor regulator and a motor, and the motor drives the propeller. The fuel power unit includes an engine, and the propeller is driven by the engine. If necessary, a reducer and other structures can also be added.

[0085] It should be pointed out that in the above embodiments, front, back, left and right refer to the front, back, left and right of the aircraft.

[0086] The above describes in detail the structure, features and effects of the present invention based on the embodiments shown in the drawings. The above is only a preferred embodiment of the present invention, but the present invention is not limited to the scope of implementation shown in the drawings. Any changes made according to the concept of the present invention, or modifications to equivalent embodiments with equivalent changes, which still do not exceed the spirit covered by the description and drawings, should be within the protection scope of the present invention.

Claims

1. A three-wing hybrid vertical take-off and landing aircraft, comprising a stilt-body fuselage (1), a front wing assembly (2), a middle wing assembly (3) and a rear wing assembly (4); the front wing assembly (2), the middle wing assembly (3) and the rear wing assembly (4) are arranged on the stilt-body fuselage (1) in sequence along the front-rear direction of the stilt-body fuselage (1); the front wing assembly (2), the middle wing assembly (3) and the rear wing assembly (4) are each two and are symmetrically arranged on both sides of the stilt-body fuselage (1); Features: The cantilever assembly (2) comprises a cantilever body (21), a first power group (22) and a first buoy mechanism (23); the cantilever body (21) is fixedly connected to the cantilever fuselage (1), and the first buoy mechanism (23) is installed below the cantilever body (21); the first power group (22) is installed on the cantilever body (21); The first power group (22) is mounted on the front wing body (21); in a stopped state, the first power group (22) is in a tilted state to provide a moment for tilting the tilted fuselage (1); The invention comprises a connecting wing (5), wherein the connecting wing (5) connects the middle wing assembly (3) and the rear wing assembly (4) on the same side of the stilt-body fuselage (1); the connecting wing (5) is inclined outwardly in a direction from front to rear; the connecting wing (5) is connected to one end of the middle wing assembly (3) away from the stilt-body fuselage (1) and one end of the rear wing assembly (4) away from the stilt-body fuselage (1); The first buoy mechanism (23) comprises a load-bearing bracket (231), a buoy body (232), a telescopic member (233) and a buoy wheel (234); The upper end of the load-bearing bracket (231) is connected to the front wing body (21), and the lower end is connected to the pontoon body (232); the lower end of the telescopic member (233) is hinged to the pontoon wheel (234), and the upper end is hinged to the front wing body (21); The middle wing assembly (3) comprises a middle wing body (31), and the middle wing assembly (3) further comprises a second buoy mechanism (33); The second buoy mechanism (33) is installed at the bottom of the middle wing body (31).

2. The three-wing hybrid vertical take-off and landing aircraft according to claim 1, Features: In a level flight state, the front wing assembly (2), the middle wing assembly (3) and the rear wing assembly (4) are arranged in sequence from low to high along the height direction of the fuselage.

3. The three-wing hybrid vertical take-off and landing aircraft according to claim 1, Features: The mid-wing assembly (3) comprises a second power group (32); The second power group (32) is mounted on the middle wing body (31); The center of gravity of the aircraft is located on the plane where the middle wing body (31) is located.

4. The three-wing hybrid vertical take-off and landing aircraft according to claim 1, Features: The rear wing assembly (4) comprises a rear wing body (41) and a third power group (42); The third power group (42) is installed on the rear wing body (41).

5. The three-wing hybrid vertical take-off and landing aircraft according to claim 4, Features: In the length direction of the stilt-body fuselage (1), the distance between the front wing body (21) and the middle wing body (31) is greater than the distance between the middle wing body (31) and the rear wing body (41).

6. The three-wing hybrid vertical take-off and landing aircraft according to claim 4, Features: At least one of the front wing body (21), the middle wing body (31) and the rear wing body (41) is provided with a control surface.

7. The three-wing hybrid vertical take-off and landing aircraft according to claim 4, Features: The lengths of the front wing body (21), the middle wing body (31) and the rear wing body (41) increase sequentially.

8. The three-wing hybrid vertical take-off and landing aircraft according to claim 4, Features: The anhedral angle of the front wing body (21) is 6-8 degrees, the anhedral angle of the middle wing body (31) is 7-9 degrees, and the anhedral angle of the rear wing body (41) is 6-8 degrees.

9. The three-wing hybrid vertical take-off and landing aircraft according to claim 5, Features: The sweep angle of the front wing body (21) is 7 to 13 degrees, the sweep angle of the middle wing body (31) is 15 to 25 degrees; and the sweep angle of the rear wing body (41) is -5 to 5 degrees.

10. The three-wing hybrid vertical take-off and landing aircraft according to any one of claims 1 to 9, Features: The first power group (22), the second power group (32) and the third power group (42) are all composed of a power device and a propeller; The power devices of the first power group (22) and the second power group (32) are electric power units, and the power device of the third power group (42) is a hydrogen power unit or a fuel power unit; or, the power devices of the first power group (22) and the second power group (32) are hydrogen power units or fuel power units, and the power device of the third power group (42) is an electric power unit.

Images