Vertical take-off and landing flying wing aircraft

Abstract

The invention discloses a vertical take-off and landing flying-wing aircraft, belongs to the field of aircraft design, and solves the problem that an existing vertical take-off and landing flying-wing aircraft is poor in stability. A vertical take-off and landing flying wing aircraft comprises a fuselage, wings, a rotor wing module and a tail thrust module, the wings are arranged on the fuselage, the rotor wing module is arranged on the wings, and the tail thrust module is arranged at the tail end of the fuselage; when the aircraft is in take-off, landing and hovering stages, lift force is provided for the aircraft through the rotor wing module, and when the aircraft is in a cruising stage, thrust is provided for the aircraft under the action of the tail thrust module and the wings, so that the effect of improving the stability of the aircraft is achieved. The aircraft has two flight modes, namely a vertical take-off and landing mode and a horizontal cruise mode, so that a farther voyage and a higher speed of the aircraft are realized.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft, and in particular relates to a vertical take-off and landing flying wing aircraft. Background Art

[0002] At present, eVTOL (vertical take-off and landing vehicle) technology is developing rapidly, including multiple configurations such as multi-rotor, fixed-wing, composite wing, tilt-rotor, etc. These technologies have their own advantages and limitations. For example, multi-rotor eVTOL has high redundancy and stability, but limited range and speed; while tilt-rotor eVTOL has high speed and long range, but complex structure and high cost, and existing vertical take-off and landing aircraft have poor stability. Summary of the invention

[0003] The purpose of the present invention is to provide a vertical take-off and landing flying wing aircraft, which solves the problem of poor stability of the existing vertical take-off and landing flying wing aircraft.

[0004] In order to achieve the above object, the technical solution of the present invention is achieved as follows:

[0005] A vertical take-off and landing flying wing aircraft comprises a fuselage, wings, a rotor module and a tail thrust module, wherein the wings are arranged on the fuselage, the rotor module is arranged on the wings, and the tail thrust module is arranged at the end of the fuselage; when the aircraft is in the take-off and landing and hovering stages, the rotor module provides lift for the aircraft, and when the aircraft is in the cruising stage, the tail thrust module and the wings provide thrust for the aircraft, thereby achieving the effect of improving the stability of the aircraft.

[0006] In some embodiments, there are two wings, and the two wings are arranged on both sides of the middle part of the fuselage.

[0007] In some embodiments, the rotor module is provided in plurality, and the plurality of rotor modules are respectively arranged under the two wings.

[0008] In some embodiments, the fuselage includes a cabin and a fuselage disposed below the cabin, and the wings are disposed on both sides of the middle portion of the cabin.

[0009] In some embodiments, the rotor module includes a support member and a rotor disposed below the support member, and the support member is disposed at the lower portion of the wing.

[0010] In some embodiments, a first wingtip and a second wingtip are respectively provided on both sides of an end of the wing away from the fuselage in a vertical direction.

[0011] In some embodiments, the first winglet includes an airfoil and a speed brake connected to the airfoil, wherein the airfoil is connected to the wing.

[0012] In some embodiments, a drag reducing member is provided on the upper portion of the wing surface, and a flow guide surface is provided on the drag reducing member.

[0013] In some embodiments, the first winglet and the second winglet are symmetrically arranged on both sides of the wing.

[0014] In some embodiments, a float is provided at the tail end of the second wingtip.

[0015] In some embodiments, the wing comprises a plurality of detachably connected wing modules.

[0016] In some embodiments, the wing further includes flapers, which are disposed on both sides of the fuselage and connected to the wing module.

[0017] In some embodiments, the angle between the wing and the horizontal direction is 0-10°.

[0018] Compared with the prior art, the aircraft in the present invention, under the power of the rotor module and the tail thrust module, has two flight modes: a vertical take-off and landing mode and a horizontal cruising mode. In the vertical take-off and landing mode, the aircraft uses the rotor module to provide lift during take-off, landing and hovering stages; in the horizontal cruising mode, the aircraft provides lift through the tail thrust module and the wing to achieve a longer range and a higher speed. In addition, since the rotor module and the tail thrust module are set at the same time, the aircraft can have two modes, thereby making the safety performance of the aircraft higher. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic diagram of the structure of a vertical take-off and landing flying wing aircraft provided in an embodiment of the present invention;

[0020] Figure 2 A partial bottom view of a vertical take-off and landing flying wing aircraft provided by an embodiment of the present invention;

[0021] Figure 3 A partial view of a wing of a vertical take-off and landing flying wing aircraft provided by an embodiment of the present invention;

[0022] Figure 4 Another partial view of the wing of the vertical take-off and landing flying wing aircraft provided by an embodiment of the present invention;

[0023] Figure 5 Another structural schematic diagram of a vertical take-off and landing flying wing aircraft provided by an embodiment of the present invention;

[0024] Figure 6 Another structural schematic diagram of a vertical take-off and landing flying wing aircraft provided by an embodiment of the present invention;

[0025] Figure 7Another structural schematic diagram of a vertical take-off and landing flying wing aircraft provided by an embodiment of the present invention;

[0026] Figure 8 A schematic structural diagram of the fuselage of a vertical take-off and landing flying wing aircraft provided in an embodiment of the present invention.

[0027] In the figure, 1. fuselage, 11. cabin, 12. fuselage, 2. wing, 21. first winglet, 211. wing surface, 2111. drag reduction part, 21111. guide surface, 212. speed brake, 22. second winglet, 221. float, 23. wing module, 24. flaperon, 3. rotor module, 31. support part, 32. rotor, 4. tail thrust module. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with specific embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0029] In the description of the present invention, it should be clarified that the terms "vertical", "lateral", "longitudinal", "front", "rear", "left", "right", "up", "down", "horizontal" and the like indicating orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention, and do not mean that the device or element referred to must have a specific orientation or position, and therefore cannot be understood as a limitation on the present invention. In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] A vertical take-off and landing flying wing aircraft is provided in an embodiment of the present invention. Figure 1 As shown, it includes a fuselage 1, a wing 2, a rotor module 3 and a tail push module 4, wherein the wing 2 is arranged on the fuselage 1, the rotor module 3 is arranged on the wing 2, and the tail push module 4 is arranged at the end of the fuselage 1; when the aircraft is in the take-off and landing and hovering stages, the rotor module 3 provides lift for the aircraft, and when the aircraft is in the cruising stage, the tail push module 4 and the wing 2 provide thrust for the aircraft, thereby achieving the effect of improving the stability of the aircraft

[0031] After adopting the above scheme, the aircraft, under the power of the rotor module 3 and the tail thrust module 4, has two flight modes: a vertical take-off and landing mode and a horizontal cruising mode. In the vertical take-off and landing mode, the aircraft uses the rotor module 3 to provide lift during the take-off, landing and hovering stages. In the horizontal cruising mode, the aircraft provides lift through the tail thrust module 4 and the wing 2 to achieve a longer range and a higher speed. In addition, since the rotor module 3 and the tail thrust module 4 are set at the same time, the aircraft can have two modes, thereby making the safety performance of the aircraft higher.

[0032] Furthermore, the aircraft also includes a control module, which is connected to the rotor module 3 and the tail thrust module 4 respectively. The tail thrust module 4 includes a propeller and an engine. The control module sends instructions to the engine, and then the engine controls the start and stop of the propeller. At the same time, a variable pitch mechanism is also provided inside the propeller to change the pitch of the propeller. During cruising, at an altitude of 500 feet above the ground, the noise can be integrated into the ambient noise, and the noise is about 38 decibels.

[0033] Further, such as Figure 6 As shown, an air inlet is provided at the propeller to play a role in ventilation and heat dissipation.

[0034] In the specific implementation process of this embodiment, Figure 1 As shown, there are two wings 2 , and the two wings 2 are arranged on both sides of the middle part of the fuselage 1 .

[0035] In the specific implementation process of this embodiment, Figure 1 As shown, the rotor module 3 is provided in plurality, and the plurality of rotor modules 3 are respectively arranged under the two wings 2 .

[0036] More specifically, multiple rotor modules 3 are arranged under the wing 2, and the vertical power is arranged downward, so that vertical take-off and landing are relatively more efficient. Multiple rotor modules 3 are distributed in different parts of the aircraft, such as Figure 1 As shown, this design ensures that even if a single rotor module 3 fails, it will not lead to a catastrophic aviation accident, thereby improving the safety of the aircraft.

[0037] Furthermore, the number of the multiple rotor modules 3 is an even number and they are symmetrically arranged below the wing 2 .

[0038] In the specific implementation process of this embodiment, Figure 1 and Figure 7 , Figure 8 As shown, the fuselage 1 includes a cabin 11 and a fuselage 12 arranged at the lower part of the cabin 11 , and the wings 2 are arranged on both sides of the middle part of the cabin 11 .

[0039] More specifically, the cabin 11 is provided with a door, which is movably connected to the cabin 11 and can be opened and closed to allow the pilot to enter and exit. The cabin 11 adopts a polyhedral design with minimal curved surfaces, which ensures ease of manufacture and a good field of vision during flight. Figure 1 As shown, the head of the cabin 11 is in the shape of a multifaceted cone, with its tip facing the direction of travel of the aircraft. Figure 5 As shown, a downward viewing window is designed at the lower part of the cabin 11 to ensure the downward viewing field during flight. Figure 6 As shown, the triangular observation windows at the rear of both sides of the cabin 11 can increase the oblique rear view field of vision on the one hand, and on the other hand, the triangular plus rounded corner design ensures the stability and safety of the windows.

[0040] Furthermore, the cabin 11 may also be designed to have curved glass, and the head of the cabin 11 may also be streamlined in order to reduce resistance during flight.

[0041] Furthermore, the body 12 is shaped like a ship, so that when the entire aircraft lands on the water, the entire aircraft has buoyancy reserve, thereby making the aircraft amphibious.

[0042] In the specific implementation process of this embodiment, Figure 2 As shown, the rotor module 3 includes a support member 31 and a rotor 32 arranged below the support member 31, and the support member 31 is arranged at the lower part of the wing 2.

[0043] More specifically, the support member 31 is vertically arranged at the lower part of the wing 2, and the rotor 32 is arranged below the support member 31. The rotor 32 is controlled to open and close by the engine module in the rotor module 3, and its rotation speed is controlled. The number of blades of the rotor 32 can be set as required, and the length of the support member 31 is also designed according to the design requirements. Figure 1 It can be seen that the lengths of the support members 31 are different, and the rotors 32 are arranged at both ends of the support members 31 according to needs, or at one end of the support members 31 close to the flight direction of the aircraft.

[0044] In the specific implementation process of this embodiment, Figure 3-Figure 5 As shown, a first wingtip winglet 21 and a second wingtip winglet 22 are respectively provided on both sides of an end of the wing 2 away from the fuselage 1 in a vertical direction.

[0045] In the specific implementation process of this embodiment, Figure 3 As shown, the first winglet 21 and the second winglet 22 are symmetrically arranged on both sides of the wing 2.

[0046] More specifically, the forked downwardly distributed second winglet 22 and the upwardly distributed first winglet 21 are symmetrically distributed, which is beneficial to improving the stability of the yaw.

[0047] In the specific implementation process of this embodiment, Figure 3 As shown, the first winglet 21 includes an airfoil 21 and a speed brake 212 connected to the airfoil 211 , and the airfoil 211 is connected to the wing 2 .

[0048] More specifically, the upward speed brake 212 on the first winglet 21 has multiple functions, and can be used as a speed brake and a yaw control surface, thereby improving the controllability and adaptability of the aircraft.

[0049] In the specific implementation process of this embodiment, Figure 3 As shown, a drag reducing member 2111 is provided on the upper portion of the wing surface 211 , and a flow guide surface 21111 is provided on the drag reducing member 2111 .

[0050] More specifically, the drag reduction design has smaller wingtip vortices, reducing turbulence and resistance at the wingtips.

[0051] In a specific implementation process of this embodiment, a buoy 221 is provided at the tail end of the second wingtip winglet 22 .

[0052] More specifically, a buoy 221 is provided at the tail end of the second winglet 22 to ensure stability during takeoff and landing on the water.

[0053] In the specific implementation process of this embodiment, Figure 5 As shown, the wing 2 includes a plurality of detachably connected wing modules 23.

[0054] More specifically, the wing module 23 of the aircraft can be disassembled into 2n sections, where n≥2, for easy transportation and maintenance.

[0055] In the specific implementation process of this embodiment, Figure 2 As shown, the wing 2 further includes flaperons 24 , which are arranged on both sides of the fuselage 1 and connected to the wing module 23 .

[0056] More specifically, the aircraft is provided with flaperons 24 so as to provide backup control force for the aircraft when other wing modules 23 fail.

[0057] In the specific implementation process of this embodiment, Figure 5 As shown, the angle between the wing 2 and the horizontal direction is 0-10°.

[0058] More specifically, the wing 2 of the aircraft has a small anhedral angle to ensure the heading stability of the aircraft during cruising.

[0059] The working process provided by the embodiment of the present invention is as follows: the aircraft has multiple rotor modules 3 distributed in different parts of the aircraft, which improves the redundancy and safety of the system. Under the power of the rotor module 3 and the tail thrust module 4, the aircraft has two flight modes: vertical take-off and landing mode and horizontal cruising mode. In the vertical take-off and landing mode, the aircraft uses the rotor module 3 to provide lift during take-off, landing and hovering stages. In the horizontal cruising mode, the aircraft provides lift through the tail thrust module 4 and the wing 2 to achieve a longer range and higher speed. The design of the fuselage 12 allows the aircraft to take off and land on water, and the bottom is equipped with floats 221 to increase water surface stability.

[0060] To sum up, under the power of the rotor module 3 and the tail thrust module 4, the aircraft of the present invention has two flight modes: a vertical take-off and landing mode and a horizontal cruising mode. In the vertical take-off and landing mode, the aircraft uses the rotor module 3 to provide lift during take-off, landing and hovering stages. In the horizontal cruising mode, the aircraft provides lift through the tail thrust module 4 and the wing 2 to achieve a longer range and a higher speed. In addition, since the rotor module 3 and the tail thrust module 4 are set at the same time, the aircraft can have two modes, thereby making the safety performance of the aircraft higher.

[0061] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A vertical take-off and landing flying wing aircraft, characterized in that: The invention comprises a fuselage (1), a wing (2), a rotor module (3) and a tail thrust module (4), wherein the wing (2) is arranged on the fuselage (1), the rotor module (3) is arranged on the wing (2), and the tail thrust module (4) is arranged at the end of the fuselage (1); when the aircraft is in the take-off, landing and hovering stages, the rotor module (3) provides lift for the aircraft, and when the aircraft is in the cruising stage, the tail thrust module (4) and the wing (2) provide thrust for the aircraft, thereby achieving the effect of improving the stability of the aircraft.

2. The vertical take-off and landing flying wing aircraft according to claim 1, characterized in that: There are two wings (2), and the two wings (2) are arranged on both sides of the middle part of the fuselage (1).

3. The vertical take-off and landing flying wing aircraft according to claim 2, characterized in that: The rotor modules (3) are arranged in plurality, and the plurality of rotor modules (3) are arranged respectively below the two wings (2).

4. The vertical take-off and landing flying wing aircraft according to any one of claims 1 to 3, characterized in that: The fuselage (1) comprises a cabin (11) and a body (12) arranged at the lower part of the cabin (11), and the wings (2) are arranged on both sides of the middle part of the cabin (11).

5. The vertical take-off and landing flying wing aircraft according to claim 1, characterized in that: The rotor module (3) comprises a support member (31) and a rotor (32) arranged below the support member (31); the support member (31) is arranged at the lower part of the wing (2).

6. The vertical take-off and landing flying wing aircraft according to claim 1, characterized in that: A first winglet (21) and a second winglet (22) are respectively provided on both sides of an end of the wing (2) away from the fuselage (1) in a vertical direction.

7. The vertical take-off and landing flying wing aircraft according to claim 6, characterized in that: The first winglet (21) comprises an airfoil (211) and a speed brake (212) connected to the airfoil (211), and the airfoil (211) is connected to the wing (2).

8. The vertical take-off and landing flying wing aircraft according to claim 7, characterized in that: A drag reducing component (2111) is provided on the upper portion of the wing surface (211), and a flow guiding surface (21111) is provided on the drag reducing component (2111).

9. The vertical take-off and landing flying wing aircraft according to claim 8, characterized in that: The first winglet (21) and the second winglet (22) are symmetrically arranged on both sides of the wing (2).

10. The vertical take-off and landing flying wing aircraft according to any one of claims 6 to 9, characterized in that: A buoy (221) is provided at the tail end of the second winglet (22).

11. The vertical take-off and landing flying wing aircraft according to any one of claims 5 to 9, characterized in that: The wing (2) comprises a plurality of detachably connected wing modules (23).

12. The vertical take-off and landing flying wing aircraft according to claim 11, characterized in that: The wing (2) further comprises a flaperon (24), wherein the flaperon (24) is arranged on both sides of the fuselage (1) and connected to the wing module (23).

13. The vertical take-off and landing flying wing aircraft according to claim 11, characterized in that: The angle between the wing (2) and the horizontal direction is 0-10°.

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