A rotor- fixed wing conversion variable configuration aircraft

Abstract

The application discloses a rotor-fixed wing conversion type variable aircraft, and relates to the technical field of aircrafts, which comprises a machine body and at least two variable wing structures arranged on the machine body, wherein the tail of the machine body is provided with a tail push propeller, each variable wing structure comprises at least two variable wings, each variable wing structure can rotate around the center line of the machine body, the tilt angle of the variable wing can be adjusted, the variable wing comprises a variable wing body and at least one trailing edge flap, the trailing edge flap is located at the tail of the variable wing body, the trailing edge flap can rotate relative to the variable wing body, and the rotor-fixed wing conversion type variable aircraft can be arranged in a fixed wing configuration or a rotor configuration. The application can improve the overall performance of the aircraft, realizes the coupling of the fixed wing configuration and the rotor configuration, and can realize multi-posture control and multi-mode medium transition.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a rotor / fixed-wing convertible rotor-fixed-wing variant aircraft. Background Technology

[0002] An aircraft typically engages in four motion states during a complete mission: aerial cruising, underwater navigation, water entry, and water exit. There are numerous overall aircraft layout options, broadly categorized into fixed-wing and rotary-wing types. Research on fixed-wing aircraft began earlier both domestically and internationally; however, fixed-wing aircraft configurations often involve high-intensity medium transition strategies, a process accompanied by significant impacts.

[0003] Because modern aircraft generally employ a single fixed / rotor aerodynamic configuration, coupled configurations are rarely studied. Researchers typically design for a specific flight mission under those conditions, or compromise on aerodynamic performance under multiple flight conditions. When an aircraft encounters harsh flight environments, significant deflections of control surfaces are required to maintain stability. This makes it impossible to achieve optimal aerodynamic characteristics under various flight conditions, limiting forward speed and even exceeding the upper limit of fixed control surface deflection, thus failing to maintain stability. Most researchers have chosen multi-rotor configurations due to their advantages of simple structure, ease of implementation, and low cost, using different configuration designs to circumvent the difficulties of water-to-air transitions (the main disadvantages of multi-rotor configurations are: 1. Difficult to control, poor stability during medium transitions; 2. Limited maximum speed; 3. Inability to meet mission requirements). However, during water-to-air transitions, multiphase flow interference and ground / water surface effects severely impact rotor performance. Summary of the Invention

[0004] The purpose of this invention is to provide a rotor-to-fixed-wing convertible aircraft that can improve the overall performance of the aircraft, realize the coupling of fixed-wing and rotor configuration layouts, and enable multi-attitude control and multi-mode medium transition.

[0005] To achieve the above objectives, the present invention provides the following solution:

[0006] This invention provides a rotor-to-fixed-wing convertible aircraft, comprising: an airframe, with a tail-thrust propeller disposed at the tail of the airframe; and at least two variator wing structures disposed on the airframe, each variator wing structure comprising at least two variator wings, each variator wing structure being rotatable about the centerline of the airframe, the tilt angle of each variator wing being adjustable, each variator wing comprising a variator wing body and at least one trailing edge flap, the trailing edge flap being located at the tail of the variator wing body, and the trailing edge flap being rotatable relative to the variator wing body; the rotor-to-fixed-wing convertible aircraft can be configured in either a fixed-wing or rotor configuration.

[0007] Preferably, at least two of the variant wings of each variant wing structure are evenly distributed around the centerline of the fuselage.

[0008] Preferably, the variator wing structure is connected to the central axis of the fuselage via a variator rotation device, which can drive the variator wing structure to rotate around the central line of the fuselage.

[0009] Preferably, the tilt angle of each of the variant wings is adjusted by rotating the tilt rotation device around the tilt mounting axis of the variant wing.

[0010] Preferably, the trailing edge flap rotates relative to the variant wing body via a trailing edge flap rotation device.

[0011] Preferably, when the rotor-to-fixed-wing convertible aircraft is in a fixed-wing configuration, the included angle between adjacent convertible wing structures is 0° or... n is the number of the variant wings in each of the variant wing structures.

[0012] Preferably, each of the variant wing structures comprises two variant wings, and when the rotor-fixed wing convertible variant aircraft is in a fixed wing configuration, the included angle between adjacent variant wing structures is 0° or 90°.

[0013] Preferably, when the rotor-fixed wing convertible aircraft is in a rotor configuration, when the tail propeller is spinning in the forward direction, the sum of the torque generated by the forward-spinning wing structure and the torque generated by the forward-spinning tail propeller is the total forward-spinning torque, and the sum of the total forward-spinning torque and the torque generated by the reverse-spinning wing structure is zero.

[0014] When the tail thruster is in reverse rotation, the sum of the torque generated by the reverse-rotating variant wing structure and the torque generated by the reverse rotation of the tail thruster is the total reverse rotation torque, and the sum of the reverse rotation torque and the torque generated by the forward-rotating variant wing structure is zero.

[0015] Preferably, the tilt angle of the variant wing is in the range of -10° to 100°.

[0016] Preferably, when the rotor-to-fixed wing convertible aircraft is hovering, the rotor-to-fixed wing convertible aircraft is in a rotor configuration and maneuvering is achieved by deflecting the trailing edge flaps of the variator wing;

[0017] During the transition from hovering to forward flight, the rotor-to-fixed-wing convertible aircraft changes from a rotor configuration to a fixed-wing configuration.

[0018] When the rotor-to-fixed-wing convertible aircraft is in forward flight, it adopts a fixed-wing configuration and provides forward propulsion through the rotation of the tail propeller. The attitude motion and overall trim of the aircraft are controlled by the trailing edge flaps of the variator wing.

[0019] The present invention achieves the following technical effects compared to the prior art:

[0020] The rotor-to-fixed-wing convertible aircraft provided by this invention achieves the conversion between rotor and fixed-wing configurations through a vari-wing structure, enabling both rotor hovering and high-speed fixed-wing forward flight modes. It can adapt to changes in the flight environment and mission requirements, and utilizes a vari-wing, tail-thrust propeller, and trailing-edge flap vari-wing device for high-speed flight and high-maneuverability control through mutual coupling. This invention features a novel and simple structure, low cost, excellent maneuverability, agility, and robustness, and can adapt to complex and changing external environments and meet various flight mission requirements, demonstrating significant application prospects and strategic value. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is an isometric view (rotor configuration layout) of the rotor-fixed wing convertible aircraft of the present invention;

[0023] Figure 2 This is a front view (rotor configuration layout) of the rotor-fixed-wing convertible aircraft of the present invention;

[0024] Figure 3 Side view of the rotor-fixed-wing convertible aircraft of the present invention Figure 1 (rotor configuration layout);

[0025] Figure 4 This is a rear view (rotor configuration layout) of the rotor-fixed-wing convertible aircraft of the present invention;

[0026] Figure 5 Side view of the rotor-fixed-wing convertible aircraft of the present invention Figure 2 (rotor configuration layout);

[0027] Figure 6 This is a top view (rotor configuration layout) of the rotor-fixed-wing convertible aircraft of the present invention;

[0028] Figure 7 This is a bottom view (rotor configuration layout) of the rotor-fixed wing convertible aircraft of the present invention;

[0029] Figure 8 This is a schematic diagram of the internal structure of the rotor-fixed-wing convertible aircraft of the present invention;

[0030] Figure 9 This is a schematic diagram of the variator wing structure rotation and the variator wing rotation of the present invention;

[0031] Figure 10 This is an isometric view of the rotor-fixed wing convertible aircraft of the present invention (fixed wing configuration layout, with the included angle of each wing structure being 0°);

[0032] Figure 11 This is a front view of the rotor-fixed wing convertible aircraft of the present invention (fixed wing configuration layout, with the included angle of each wing structure being 0°);

[0033] Figure 12 Side view of the rotor-fixed-wing convertible aircraft of the present invention Figure 1 (Fixed-wing configuration layout, with the included angle of each variant wing structure being 0°);

[0034] Figure 13 This is a rear view of the rotor-fixed wing convertible aircraft of the present invention (fixed wing configuration layout, with the included angle of each wing structure being 0°);

[0035] Figure 14 Side view of the rotor-fixed-wing convertible aircraft of the present invention Figure 2 (Fixed-wing configuration layout, with the included angle of each variant wing structure being 0°);

[0036] Figure 15 This is a top view of the rotor-fixed wing convertible aircraft of the present invention (fixed wing configuration layout, with the included angle of each wing structure being 0°);

[0037] Figure 16This is a bottom view of the rotor-fixed wing convertible aircraft of the present invention (fixed wing configuration layout, with the included angle of each wing structure being 0°);

[0038] Figure 17 This is an axonometric drawing of the rotor-fixed wing convertible aircraft of the present invention (fixed wing configuration layout, with adjacent wing structures having an included angle of 90°);

[0039] Figure 18 This is a front view of the rotor-fixed wing convertible aircraft of the present invention (fixed wing configuration layout, with an included angle of 90° between adjacent wing structures);

[0040] Figure 19 Side view of the rotor-fixed-wing convertible aircraft of the present invention Figure 1 (Fixed wing configuration, with adjacent variant wing structures at an angle of 90°);

[0041] Figure 20 This is a rear view of the rotor-fixed wing convertible aircraft of the present invention (fixed wing configuration layout, with an included angle of 90° between adjacent wing structures);

[0042] Figure 21 Side view of the rotor-fixed-wing convertible aircraft of the present invention Figure 2 (Fixed wing configuration, with adjacent variant wing structures at an angle of 90°);

[0043] Figure 22 This is a top view of the rotor-fixed wing convertible aircraft of the present invention (fixed wing configuration layout, with adjacent wing structures having an included angle of 90°);

[0044] Figure 23 This is a bottom view of the rotor-fixed wing convertible aircraft of the present invention (fixed wing configuration layout, with an included angle of 90° between adjacent wing structures);

[0045] Figure 24 This is a schematic diagram of the coupled control of the variator wing, tail thruster, and trailing edge flaps of the rotor-fixed wing convertible variator aircraft of the present invention.

[0046] Figure 25 This is a schematic diagram of the rotor-fixed-wing convertible aircraft of the present invention rolling to the left;

[0047] Figure 26 This is a schematic diagram of the rotor-fixed-wing convertible aircraft of the present invention rolling to the right;

[0048] Figure 27 This is a schematic diagram of the upward motion of the rotor-fixed-wing convertible aircraft of the present invention;

[0049] Figure 28This is a schematic diagram of the downward motion of the rotor-fixed-wing convertible aircraft of the present invention;

[0050] Figure 29 This is a schematic diagram of the rotor-fixed-wing convertible aircraft of the present invention yawing to the left;

[0051] Figure 30 This is a schematic diagram of the rotor-fixed-wing convertible aircraft of the present invention yawing to the right;

[0052] In the diagram: 100-rotor-fixed-wing convertible aircraft, 1-airframe, 2-tail thruster, 3-variant wing, 4-variant wing body, 5-trailing edge flap, 6-central shaft, 7-tilt mounting shaft, 8-variant rotating device, 9-tilt rotating device, 10-tilt lever. Detailed Implementation

[0053] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0054] The purpose of this invention is to provide a rotor-to-fixed-wing convertible aircraft that can improve the overall performance of the aircraft, realize the coupling of fixed-wing and rotor configuration layouts, and enable multi-attitude control and multi-mode medium transition.

[0055] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0056] like Figures 1 to 23 As shown, this embodiment provides a rotor-to-fixed-wing convertible aircraft 100, including: a fuselage 1, a tail-thrust propeller 2 disposed at the tail of the fuselage 1, the tail-thrust propeller 2 being able to enhance thrust in both air and water domains; and at least two variator wing structures disposed on the fuselage 1, each variator wing structure including at least two variator wings 3, each variator wing structure being able to rotate around the centerline of the fuselage 1 (i.e., Figure 9The Z-axis of the variator 3 rotates, and the tilt angle of the variator 3 can be adjusted. The variator 3 includes a variator wing body 4 and at least one trailing edge flap 5. The trailing edge flap 5 is located at the tail of the variator wing body 4 and can rotate relative to the variator wing body 4. The rotor-to-fixed wing convertible aircraft 100 can be configured in either a fixed wing or a rotor configuration. In the rotor configuration, the variator wing 3 provides lift and control torque as a tiltable blade; in the fixed wing configuration, the variator wing 3 provides lift and control torque as a full-powered wing. This achieves dual-purpose functionality for the variator wing 3, and its structure is simple and lightweight. Combined with the tail thruster 2, it can achieve transitions between different media. At the same time, when converted to a fixed wing configuration, it forms a typical ballistic configuration, enabling multi-directional high-speed underwater, surface, and air triad strikes.

[0057] Specifically, in this embodiment, the body 1 can be configured as a projectile-type body, but is not limited to this type of body.

[0058] In this embodiment, the variant wing structure is preferably two.

[0059] In this embodiment, at least two variant wings 3 of each variant wing structure are evenly distributed around the centerline of the fuselage 1 (i.e., the centerline of the central rotation axis). The variant wings 3 have advanced aerodynamic shapes. The variant wings 3 are preferably swept variable chord blades in a complex shape layout wing, but are not limited to the variant wings provided in this embodiment. The required variant wings can be designed according to mission requirements and application scenarios.

[0060] In this embodiment, the variator wing structure is connected to the central axis 6 of the fuselage 1 via the variator rotation device 8. The variator rotation device 8 can drive the variator wing structure to rotate around the centerline of the fuselage 1. The variator rotation device 8 is preferably a rotor hub system, but is not limited to the rotor hub system provided in this embodiment.

[0061] In this embodiment, the tilt angle of each variant wing 3 is determined by the tilt rotation device 9 around the axis of the tilt mounting shaft 7 of the variant wing 3 (i.e., Figure 9 The tilting rotation device 9 rotates along the Y-axis to adjust the tilt angle of each variant wing 3. The tilting rotation device 9 is preferably a hub-and-spoke structure, but is not limited to the hub-and-spoke structure provided in this embodiment; it can also be a simple gear rotation structure. In this embodiment, the tilting lever 10 moves downwards, causing the variant wing 3 to rotate around the Y-axis.

[0062] In this embodiment, the trailing edge flap 5 rotates relative to the variant wing body 4 through a trailing edge flap rotation device. The trailing edge flap rotation device is preferably a servo, actuator, or drive structure made of smart material, but is not limited to the variant tilt actuator provided in this embodiment.

[0063] In this embodiment, when the rotor-fixed-wing convertible aircraft 100 is in a rotor configuration, there are two cases: First, when the tail propeller is rotating clockwise, the sum of the torque generated by the clockwise rotating variator structure and the torque generated by the clockwise rotating tail propeller is the total clockwise torque, and the sum of the total clockwise torque and the torque generated by the counter-clockwise rotating variator structure is zero; Second, when the tail propeller is counter-clockwise, the sum of the torque generated by the counter-clockwise rotating variator structure and the torque generated by the counter-clockwise rotating tail propeller is the total counter-clockwise torque, and the sum of the counter-clockwise torque and the torque generated by the clockwise rotating variator structure is zero. In the rotor configuration, the variator 3 provides lift by rotating around the fuselage 1, and at the same time, the variator 3 rotates around the tilt-mount axis 7 to change the collective pitch and torque.

[0064] In this embodiment, the variator wing 3 in the rotor configuration can be rotated to a fixed wing configuration via the variator rotation device 8. When the rotor-to-fixed wing convertible aircraft 100 is in a fixed wing configuration, the included angle between adjacent variator wing structures is 0° or... n is the number of variant wings 3 in each variant wing structure.

[0065] Furthermore, in this embodiment, each variator wing structure has two variator wings 3. When the rotor-fixed wing convertible variator aircraft 100 is in a fixed wing configuration, the included angle between adjacent variator wing structures is 0° or 90°. When the included angle between two variator wing structures is 0°, the two variator wing structures are arranged in parallel; when the included angle between two variator wing structures is 90°, the two variator wing structures are arranged in a cross shape.

[0066] In this embodiment, the tilt angle range of the variant wing 3 around the tilt mounting axis 7 of the variant wing 3 is -10° to 100°, which ensures a certain safety margin and enables the variant wing 3 to achieve redundant rotation, thus realizing the multi-functional purpose of the variant wing 3.

[0067] In this embodiment, when the rotor-to-fixed-wing convertible aircraft 100 hovers in the air / water, it adopts a rotor configuration. During hovering, the preferred trim configuration is that the upper and lower variator structures rotate in opposite directions. The torque generated by the upper variator structure and the torque of the tail thruster 2 are equal to the stress torque of the lower variator structure; alternatively, the torque generated by the lower variator structure and the torque of the tail thruster 2 are equal to the stress torque of the upper variator structure. By setting different rotational speeds for each variator structure, altitude control and torque balance are achieved in conjunction with the rotation of the tail thruster 2. During hovering, the preferred control method is to use higher-order yaw of the trailing edge flap 5 (meaning the speed of the trailing edge flap 5 is 0-4 times the speed of the variator 3 in the rotor configuration) to achieve maneuvering. Controlling the higher-order yaw of the trailing edge flap 5 provides the control torque for the aircraft.

[0068] During the transition from hovering to forward flight, the speed of the rotor-to-fixed-wing convertible aircraft 100 gradually increases, the tail propeller 2 starts to work, and the rotor-to-fixed-wing convertible aircraft 100 changes from a rotor configuration to a fixed-wing configuration. The morphing wing 3 gradually provides lift, and the trailing edge flaps 5 control attitude movement and overall aircraft trim.

[0069] When the rotor-to-fixed-wing convertible aircraft 100 is in forward flight, it adopts a fixed-wing configuration. Forward propulsion is provided by the rotation of the tail-mounted propeller 2, while the variator wing 3 provides lateral and longitudinal stability. The variator wing 3, rotating around the tilt-mount axis 7, acts as both a moving horizontal and vertical stabilizer for attitude balance. Attitude motion is controlled by the trailing-edge flaps 5 of the variator wing 3, which can synchronously yaw to achieve overall trim of the fuselage 1. During forward flight, the rotor-to-fixed-wing convertible aircraft 100 maintains an overall fixed-wing configuration (i.e., a missile-like configuration), reducing drag in water and enabling underwater navigation.

[0070] In the vertical takeoff and vertical landing phases, the rotor-to-fixed-wing convertible aircraft 100 achieves vertical movement and medium transition by changing the rotational speed of the two variator wing structures; it achieves maneuvering by changing the yaw frequency of the trailing edge flaps 5 of the variator wing 3; it achieves forward and backward movement by changing the configuration of the variator wing 3 from a rotor configuration to a fixed-wing configuration and by providing thrust through the tail propeller 2; and it achieves pitch, roll, and yaw movements by changing the yaw of the trailing edge flaps 5.

[0071] Specifically, such as Figure 24 As shown, in the rotor configuration, the rotational speed of the variator 3 and the rotational speed of the tail thruster 2 are varied, and the trailing edge flap 5 is deflected to achieve different attitude movements in flight mode; the differential rotational speed of the variator 3 / tail thruster 2 and the deflection momentum of the trailing edge flap 5 are coupled and controlled to enable the aircraft to maneuver in both air and water phases.

[0072] In a fixed-wing configuration, the aircraft's attitude is controlled by trailing-edge flaps 5. For example... Figure 25 As shown, the trailing edge flap 5 controlling the left variant wing 3 (located in...) Figure 25 The trailing edge flap 5 of the right-side variant wing 3 is pointing upwards, and the trailing edge flap 5 of the right-side variant wing 3 is located... Figure 25 The trailing edge flap 5 of the variant wing 3 on the left side deflects downwards, enabling the aircraft to roll to the left. For example... Figure 26 As shown, the trailing edge flap 5 controlling the left variant wing 3 (located in...) Figure 26 The trailing edge flap 5 of the right-side variant wing 3 points downwards, and the trailing edge flap 5 of the right-side variant wing 3 is located... Figure 26 The trailing edge flap 5 of the variant wing 3 on the left side deflects upward, enabling the rotorcraft to roll to the right. For example... Figure 27 As shown, the trailing edge flap 5 of the control variant wing 3 (located in...) Figure 27 The trailing edge flaps 5) of the variant wings 3 on the left and right sides rotate upwards, achieving the aircraft's pitching motion. For example... Figure 28 As shown, the trailing edge flap 5 of the control variant wing 3 (located in...) Figure 28 The trailing edge flaps 5) of the variant wings 3 on the left and right sides rotate downwards, enabling the aircraft to pitch down. Figure 29 As shown, the trailing edge flap 5 of the control variant wing 3 (located in...) Figure 29 The trailing edge flaps 5 of the variant wing 3 on the upper and lower sides are to the left. Figure 29 The rightward rotation (of the rotor) enables the aircraft to yaw to the left. For example... Figure 30 As shown, the trailing edge flap 5 of the control variant wing 3 (located in...) Figure 30 The trailing edge flaps 5 of the variant wing 3 on the upper and lower sides are to the right. Figure 30 The left rotation in the middle enables the aircraft to yaw to the right.

[0073] The variant wing 3 in this embodiment has two degrees of freedom: each variant wing structure can rotate around the centerline of the fuselage 1, and each variant wing 3 can rotate around the tilt mounting axis 7 of the variant wing 3. The variant motions of different degrees of freedom are coupled to each other through the rotation of the trailing edge flap 5 and the higher-order yaw.

[0074] This embodiment, through the variant of the variator wing 3, enables the conversion between rotor and fixed-wing configurations. The method is simple and lightweight. Combining the two configurations with two flight modes allows for multi-mode transitions between air and water domains, integrating the advantages of both rotor and fixed-wing configurations. The single / coupled motion of the variator wing 3 optimizes the aerodynamic performance of the rotor-to-fixed-wing convertible aircraft 100 in different flight modes. Different configurations possess different aerodynamic, maneuverability, and dynamic characteristics, achieving a balance between the advantages of air and water domains and overcoming the speed limitations of rotorcraft and the maneuverability limitations of fixed-wing aircraft. It combines the hovering and versatile maneuverability advantages of rotorcraft with the high-speed forward flight, strong unsteadiness, and relatively small nonlinear aerodynamic effects of fixed-wing aircraft.

[0075] In both underwater and aerial modes, the aircraft can rapidly transition and fly in different attitudes through the coupled motion of the variator 3 and the tail propeller 2. This enables the aircraft to achieve compound coupling and transitional conversion in different media, different flight modes, and different flight layouts through variator motion. As a result, the rotor-fixed wing convertible variator aircraft 100 of this embodiment has multiple characteristics such as high confidence, sensitivity, high maneuverability, robustness, and excellent aerodynamics.

[0076] The rotor-to-fixed-wing convertible aircraft 100 of this embodiment achieves hovering / forward flight in a two-phase medium of air and water by coupling and maneuvering the variator 3, trailing edge flaps 5, and tail thruster 2, thereby reducing the difficulty of control, improving the stability and robustness of the aircraft, and possessing high-confidence control capabilities.

[0077] The rotor-to-fixed-wing convertible aircraft 100 of this embodiment has a symmetrical layout about the center of gravity and centerline, and adopts a streamlined overall layout, which can reduce induced drag and aerodynamic interference, resulting in high-confidence robustness and maneuverability. It achieves dual-use through the variator wing 3, and optimizes performance in different media. The variability method is simple, the structure is lightweight and simple, highly practical, and inexpensive, enabling it to carry out triadic strikes underwater, on the surface, and in the air.

[0078] In the fixed-wing mode, the rotor-to-fixed-wing convertible aircraft 100 of this embodiment can have the variator wing 3 serving as both a lifting wing surface and an all-moving horizontal stabilizer to increase lift; the variator wing 3 can also serve as both a vertical wing and a vertical tail control surface to increase the stability of the aircraft and reduce the difficulty of control.

[0079] The rotor-to-fixed-wing convertible aircraft 100 of this embodiment combines rotor configuration and fixed-wing configuration, enabling multi-mode medium transition and reducing the impact of multiphase flow interference and water surface effect during water-air crossing.

[0080] The rotor-to-fixed-wing convertible aircraft 100 of this embodiment has two flight modes (i.e., hovering flight and forward flight) and two aerodynamic configurations (i.e., rotor configuration and fixed-wing configuration), which are combined with each other. The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can achieve hovering flight and forward flight in both water and air phases. When hovering, the rotor configuration is used to achieve high maneuverability. When forward flight, the fixed-wing configuration and the tail propeller 2 are used to increase the maximum forward speed, reduce the difficulty of control, and achieve high-speed ballistic flight forward thrust, thereby achieving optimal aerodynamic performance.

[0081] In this embodiment, the rotor-to-fixed-wing convertible aircraft 100, in a fixed-wing configuration, allows the fuselage 1 to rotate around its central axis 6, while the variator wing 3 maintains a constant azimuth angle, forming a typical gyro. Rotation stabilizes the fuselage 1, resisting external interference and maintaining its flight path. The gyroscopic force generated by rotation helps increase the aircraft's penetration and lethality, maintains greater stability and angular momentum, provides strike accuracy, and possesses broad military development potential.

[0082] The rotor-to-fixed-wing convertible aircraft 100 of this embodiment has two aerodynamic configurations with different aerodynamic, maneuverability and altitude characteristics, achieving the combination of the advantages of both fixed-wing and rotorcraft. In the fixed-wing configuration, it can achieve a twin horizontal tail and a cross-shaped configuration, overcoming the maximum flight speed limit of rotorcraft and various maneuverability limitations of fixed-wing aircraft.

[0083] The rotor-to-fixed-wing convertible aircraft 100 of this embodiment uses the variator wing 3, trailing edge flaps 5, and tail thruster 2 for mutual coupling and control, which reduces the difficulty of operation, reduces control redundancy, reduces control difficulty, increases stability, improves the maximum flight speed, stability and robustness of the aircraft, and has high confidence control capability.

[0084] The rotor-to-fixed-wing convertible aircraft 100 of this embodiment features multi-degree-of-freedom control, including two-directional variability of the trailing-edge flaps 5 and the variator wing 3. This control method greatly increases the aircraft's flexibility and maneuverability, enabling it to achieve diverse and rapid motion transitions in different flight modes. Different modes, different controls, and different thrust vectors are coupled and interact with each other, achieving high-confidence maneuverability and sensitivity of the aircraft. At the same time, the composite variator wing structure possesses composite aerodynamic and control effects, resulting in optimal aerodynamic characteristics and robustness for the aircraft.

[0085] The rotor-to-fixed-wing convertible aircraft 100 of this embodiment combines rotor configuration layout with fixed-wing configuration layout to achieve multiple cross-domain modes.

[0086] The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can be used in multiple scenarios, including underwater, surface, and air, but is not limited to a single scenario. Therefore, different structures can be adopted to realize the design of related multi-purpose aircraft under this overall layout and core variant mode, depending on the flight mission, application mode, and cost-effectiveness.

[0087] The rotor-to-fixed-wing convertible aircraft 100 of this embodiment has a wide range of applications, mainly including the following aspects:

[0088] Military Applications: The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can be used for rapid deployment, reconnaissance, search and rescue missions for special forces. It can be used in multiple scenarios, including air and water.

[0089] Civil aviation: The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can provide fast and efficient transportation connections between cities or in areas with complex terrain and limited infrastructure.

[0090] Medical emergency: The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can quickly transfer patients from the scene of the incident to hospitals or other treatment facilities, and is particularly suitable for handling situations such as traffic congestion and road blockage.

[0091] Search and Rescue: The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can provide rapid response in emergency situations such as natural disasters and accident sites, transporting personnel and supplies to disaster areas, and evacuating personnel when necessary.

[0092] Firefighting: In scenarios such as forest fires or urban fires, the rotor-to-fixed-wing convertible aircraft 100 of this embodiment can quickly transport firefighting equipment and personnel, achieving efficient firefighting and rescue.

[0093] Scientific research and exploration: The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can carry out scientific research, geological exploration and other tasks in harsh environments such as polar regions and mountainous areas, providing efficient air support.

[0094] News reporting and film shooting: The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can provide stable and high-definition aerial shooting effects, making news reporting and film shooting more visually impactful.

[0095] VIP and Business Transportation: The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can provide high-end customers with a fast, comfortable, and private mode of travel, realizing point-to-point air shuttle services.

[0096] Unmanned Aerial Vehicle (UAV) Logistics Transportation: With the development of UAV technology, the rotary-to-fixed-wing convertible aircraft 100 of this embodiment can be used for logistics transportation, improving delivery speed and reducing transportation costs. It is especially suitable for areas with special terrain or far from conventional transportation networks.

[0097] Environmental monitoring and disaster assessment: The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can monitor the ground environment in real time from the air, helping governments and relevant departments to detect and warn of potential natural disasters in a timely manner, and providing data support for disaster prevention and mitigation.

[0098] Tourism and sightseeing: The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can be used as a sightseeing tool, allowing tourists to overlook scenic spots from the air, especially some special areas such as mountainous areas and islands, bringing tourists a more shocking travel experience.

[0099] Urban air mobility: With the accelerated development of urbanization, air mobility will become an important direction for future urban transportation. The rotor-to-fixed-wing convertible aircraft 100 of this embodiment is expected to become an option for urban air travel, reducing ground traffic pressure and improving travel efficiency.

[0100] Security patrol: The rotor-to-fixed-wing convertible aircraft 100 of this embodiment can be used for security and prevention tasks such as border patrol and maritime patrol, improving alert efficiency and ensuring national security.

[0101] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A rotary-wing- fixed-wing conversion variable configuration aircraft, characterized in that: The application relates to a rotor-wing conversion variable aircraft. The rotor-wing conversion variable aircraft comprises a fuselage, a tail push propeller arranged at the tail of the fuselage, and at least two variable wing structures arranged on the fuselage, each of the variable wing structures comprising at least two variable wings, each of the variable wing structures being capable of rotating around the center line of the fuselage, the tilt angle of each of the variable wings being adjustable, each of the variable wings comprising a variable wing body and at least one trailing edge flap arranged at the tail of the variable wing body, the trailing edge flap being capable of rotating relative to the variable wing body; the rotor-wing conversion variable aircraft can be arranged in a fixed wing configuration or a rotor configuration; in the rotor configuration, the rotation speed of the variable wings and the rotation speed of the tail push propeller are changed and the trailing edge flap is deflected to realize different attitude movements in the flight mode; in the fixed wing configuration, the attitude of the aircraft is controlled by the trailing edge flap. In the hovering flight of the rotor-wing conversion variable aircraft, the rotor-wing conversion variable aircraft is arranged in the rotor configuration, and the deflection of the trailing edge flap of the variable wing realizes the maneuvering flight. In the process of the transition from the hovering flight to the forward flight of the rotor-wing conversion variable aircraft, the rotor-wing conversion variable aircraft is changed from the rotor configuration to the fixed wing configuration. In the forward flight of the rotor-wing conversion variable aircraft, the rotor-wing conversion variable aircraft is arranged in the fixed wing configuration, the forward motion is provided by the rotation of the tail push propeller, and the attitude movement and the whole aircraft trim are controlled by the trailing edge flap of the variable wing. The at least two variable wings of each of the variable wing structures are uniformly distributed around the center line of the fuselage.

2. The convertiplane according to claim 1, characterized in that: The variable wing structure is connected with the center shaft of the fuselage through a variable rotating device, and the variable rotating device can drive the variable wing structure to rotate around the center line of the fuselage.

3. The convertiplane according to claim 1, characterized in that: The tilt angle of each of the variable wings is rotated around the tilt installation shaft of the variable wing through a tilt rotating device to realize the adjustment of the tilt angle of each of the variable wings.

4. The convertiplane of claim 1, wherein: The trailing edge flap is rotated relative to the variable wing body through a trailing edge flap rotating device.

5. The convertiplane of claim 1, wherein: The variable wings in each of the variable wing structures are two, and the included angle of the adjacent variable wing structures is 0 or 90 degrees when the rotor-wing conversion variable aircraft is arranged in the fixed wing configuration.

6. The convertiplane of claim 1, wherein: The rotary-wing-fixed-wing transformable aircraft has an angle of 0° or n is the number of transformable wings in each of the transformable wing structures.

7. The convertiplane according to claim 6, characterized in that: When the rotor-wing conversion variable aircraft is arranged in the rotor configuration, the sum of the torque generated by the variable wing structure rotating in the same direction as the tail push propeller and the torque generated by the tail push propeller rotating in the same direction is the total torque rotating in the same direction, and the sum of the torque generated by the variable wing structure rotating in the opposite direction and the torque generated by the tail push propeller rotating in the opposite direction is zero.

8. The convertiplane of claim 1, wherein: When the tail push propeller rotates in the opposite direction, the sum of the torque generated by the variable wing structure rotating in the opposite direction and the torque generated by the tail push propeller rotating in the opposite direction is the total torque rotating in the opposite direction, and the sum of the torque generated by the variable wing structure rotating in the same direction and the torque generated by the tail push propeller rotating in the same direction is zero. The tilt angle of the variable wing ranges from -10 degrees to 100 degrees.

9. The convertiplane of claim 1, wherein: ​

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