Airplane with multiple take-off and landing modes

Abstract

The invention relates to an aircraft with multiple take-off and landing modes, which belongs to the technical field of vertical take-off and landing airplanes and comprises an aircraft body, a coaxial reverse propeller power device is arranged on the upper portion of the rear end of the aircraft body, and a front left deflection wing, a front right deflection wing, a rear left deflection wing and a rear right deflection wing which can rotate are arranged on the front side and the rear side of the aircraft body respectively. A first front wing and a second front wing which are rotatable, lockable and variable in pitch are arranged on the upper front portion of the aircraft body, a first rear wing and a second rear wing which are rotatable, lockable and variable in pitch are arranged on the upper rear portion of the aircraft body, and the aircraft has the performance of runway taxiing take-off and landing, vertical take-off and landing and runway low-speed short-distance taxiing take-off and landing.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft take-off and landing, and in particular relates to an aircraft with multiple take-off and landing modes. Background Art

[0002] Some places have taxiway take-off and landing airports, and some places have only helicopter vertical take-off and landing airports. In order to meet the aircraft take-off and landing needs of taxiway airports and helicopter airports at the same time, a multi-take-off and landing aircraft is proposed. Summary of the invention

[0003] The present invention provides a multi-takeoff and landing mode aircraft, in order to simultaneously meet the requirements of taxiing take-off and landing and vertical take-off and landing, the present invention provides the following technical solutions: The invention provides a multi-takeoff and landing aircraft, comprising a fuselage, wherein a front observation cabin is arranged at the front end of the fuselage, and a set of coaxial reverse propeller power devices is arranged at the upper part of the rear end of the fuselage, and the generation of reverse torque can be avoided as much as possible during the operation of the coaxial reverse propellers.

[0004] Preferably, a front column is provided at the front upper part of the fuselage, a front power transmission pitch-changing device is provided in the front column, a front turntable is provided at the top of the front power transmission pitch-changing device, and a front wing central axis is provided at the center of the front turntable. Preferably, a No. 1 front pitch variable shaft and a No. 2 front pitch variable shaft are provided on both sides of the front turntable, the No. 1 front pitch variable shaft is connected to a No. 1 front wing, and the No. 2 front pitch variable shaft is connected to a No. 2 front wing.

[0005] Preferably, the No. 1 front wing and the No. 2 front wing are upper arc-shaped structures, which can generate a certain lifting force when air flows horizontally.

[0006] Preferably, the design function of the front power transmission pitch change device is the same as the design function of the power transmission pitch change device of a conventional helicopter.

[0007] Preferably, when the first front wing and the second front wing are locked at an angle of 90 degrees with the fuselage, they can be used as conventional lift wings. Preferably, after the No. 1 front wing and the No. 2 front wing are synchronously pitched forward and reversely through the front power transmission pitch changing device, when they make angle-of-attack rotational motion around the central axis of the front wing, a variable amount of upward pulling force can be generated.

[0008] Preferably, a rear column is provided at the upper rear part of the fuselage, a rear power transmission pitch-changing device is provided in the rear column, a rear turntable is provided on the top of the rear power transmission pitch-changing device, and a rear wing central axis is provided at the center of the rear turntable. Preferably, a No. 1 rear pitch variable shaft and a No. 2 rear pitch variable shaft are provided on both sides of the rear turntable, the No. 1 rear pitch variable shaft is connected to a No. 1 rear wing, and the No. 2 rear pitch variable shaft is connected to a No. 2 rear wing.

[0009] Preferably, the No. 1 rear wing and the No. 2 rear wing are upper arc-shaped structures, which can generate a certain lifting force when air flows horizontally.

[0010] Preferably, the design function of the rear power transmission pitch change device is the same as the design function of the power transmission pitch change device of a conventional helicopter.

[0011] Preferably, when the No. 1 rear wing and the No. 2 rear wing are locked at an angle of 90 degrees with the fuselage, they can be used as conventional lift wings. Preferably, after the No. 1 rear wing and the No. 2 rear wing are synchronously pitched forward and reversely through the rear power transmission pitch changing device, a variable amount of upward pulling force can be generated when the rear wing performs an angle of attack rotation movement around the central axis of the rear wing.

[0012] Preferably, a rudder wing is provided at the rear of the rear column, and the rudder wing is provided with a rudder wing shaft, and the rudder wing shaft enables the rudder wing to swing left and right.

[0013] Preferably, a reverse synchronous shaft is provided between the front power transmission pitch-changing device and the rear power transmission pitch-changing device, and the reverse synchronous shaft can make the front wing central axis and the rear wing central axis rotate in reverse and synchronous manner.

[0014] Preferably, a front left deflection shaft is provided on the left side of the front portion of the fuselage, and a front left deflection wing is connected to the front left deflection shaft.

[0015] Preferably, a front right deflection shaft is provided on the right side of the front part of the fuselage, and a front right deflection wing is connected to the front right deflection shaft.

[0016] Preferably, a rear left deflection shaft is provided on the left side of the rear portion of the fuselage, and a rear left deflection wing is connected to the rear left deflection shaft.

[0017] Preferably, a rear right deflection shaft is provided on the right side of the rear portion of the fuselage, and a rear right deflection wing is connected to the rear right deflection shaft.

[0018] Preferably, a front wheel is provided at the middle position below the front part of the machine body, a left rear wheel is provided at the left position below the rear part of the machine body, and a right rear wheel is provided at the right position below the rear part of the machine body. Preferably, the No. 1 front wing, the No. 2 front wing, the No. 1 rear wing and the No. 2 rear wing are of the same shape and size and are wider than the wings of a traditional helicopter. When rotating at the same angle of attack, a relatively low-speed rotation motion can generate greater lift.

[0019] Preferably, the rear turntable is higher than the front turntable.

[0020] Preferably, the aircraft is bilaterally symmetrical before take-off.

[0021] The beneficial effects of the present invention are: Some places have taxiway take-off and landing airports, and some places only have helicopter vertical take-off and landing airports. This multi-take-off and landing mode aircraft can meet the taxiing take-off and landing requirements at taxiway airports and vertical take-off and landing requirements at helicopter airports respectively. In addition, the aircraft can also achieve low-speed short-distance taxiing take-off and landing. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. They are used to explain the present invention together with the embodiments of the present invention and do not constitute a limitation of the present invention.

[0023] In the attached picture: Figure 1 Schematic diagram of the left side structure of the aircraft Figure 2 Schematic diagram of the height difference between the front wing and the rear wing of the aircraft Figure 3 Schematic diagram of the front wing and rear wing pitch change during vertical takeoff and landing Figure 4 Schematic diagram of the deflection of the front and rear deflection wings when converting between vertical take-off and landing and level flight Figure 5 This is a schematic diagram of the structure of the aircraft belly when viewed from above Figure 6 A schematic diagram of the structure of the aircraft from the back Figure 7 for Figure 1 Schematic diagram of cross section at A and B Figure 8 Schematic diagram of the synchronous counter-rotation of the front wing and the rear wing In the figure: 1, fuselage 2, front observation cabin 3, coaxial reverse propeller power device 4, front column 5, No. 1 front pitch shaft 6, No. 1 front wing 7, rear column 8, No. 1 rear wing 9, No. 1 rear pitch shaft 10, rudder wing 11, front left deflection shaft 12, front left deflection wing 13, rear left deflection shaft 14, rear left deflection wing 15, front wheel 16, left rear wheel 17, front right deflection wing 18, No. 2 front wing 19, rear right deflection wing 20, No. 2 rear wing 21, right rear wheel 22, front wing central axis 23, rear wing central axis 24, rudder wing axis 25, front turntable 26, rear turntable 27, front power transmission pitch device 28, rear power transmission pitch device 29, reverse synchronization shaft 30, front right deflection shaft 31, rear right deflection shaft 32, No. 2 front pitch shaft 33, No. 2 rear pitch shaft DETAILED DESCRIPTION

[0024] The preferred embodiments of the present invention are described below in conjunction with the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention.

[0025] Embodiment 1: Figure 1 picture, Figure 6As shown, when the multi-takeoff and landing mode aircraft implements taxiing takeoff and landing, the No. 1 front wing 6 and the No. 2 front wing 18 are locked at an angle of 90 degrees to the fuselage and used as conventional lift wings, the No. 1 rear wing 8 and the No. 2 rear wing 20 are locked at an angle of 90 degrees to the fuselage and used as conventional lift wings, and the coaxial counter-propeller power device 3 is started to generate forward thrust, so that the aircraft taxis forward on the runway.

[0026] Further, if Figure 1 picture, Figure 5 As shown, when the aircraft accelerates to a certain speed, the angles of attack of the front left deflection wing 12 and the front right deflection wing 17, which were originally in a horizontal state, are gradually increased, and the generated lift gradually raises the front part of the aircraft. At this time, the No. 1 front wing 6, the No. 2 front wing 18, the No. 1 rear wing 8, and the No. 2 rear wing 20 generate a certain angle of attack corresponding to the lifting of the front part of the aircraft and simultaneously generate lift.

[0027] Further, if Figure 1 picture, Figure 5 As shown, the acceleration continues, and as the speed increases, the lift generated also increases accordingly. When the lift is large enough, the aircraft takes off and rises.

[0028] Further, if Figure 1 picture, Figure 5 As shown, when the aircraft rises to a certain height and enters a cruising attitude, the front left deflection wing 12 and the front right deflection wing 17 replace the functions of the left and right ailerons of a conventional fixed-wing aircraft, the rear left deflection wing 14 and the rear right deflection wing 19 replace the functions of the left and right horizontal tails of a conventional fixed-wing aircraft, and the rudder wing 10 replaces the function of the vertical tail of a conventional fixed-wing aircraft. Therefore, the aircraft can change the pitch angle, roll steering and other attitude adjustments according to the conventional fixed-wing aircraft control method. The aircraft can be operated according to the conventional fixed-wing aircraft control method when it is pitching and landing. In the cruising attitude, the No. 1 front wing 6, the No. 2 front wing 18, the No. 1 rear wing 8, and the No. 2 rear wing 20 all maintain a certain angle of attack to obtain a suitable lift.

[0029] Embodiment 2: Figure 1 , Figure 2 , Figure 3 As shown, when the aircraft performs vertical take-off and landing, the front left deflection wing 12, the front right deflection wing 17, the rear left deflection wing 14, and the rear right deflection wing 19 are adjusted to be in a vertical state, and the No. 1 front wing 6, the No. 2 front wing 18, the No. 1 rear wing 8, and the No. 2 rear wing 20 are adjusted to be in a horizontal state. Further, if Figure 2 , Figure 3 , Figure 8As shown, the front wing central axis 22 and the rear wing central axis 23 are started to rotate. Due to the action of the reverse synchronous shaft 29 and the front power transmission pitch change device 27 and the rear power transmission pitch change device 28, the front wing central axis 22 and the rear wing central axis 23 perform reverse synchronous rotation.

[0030] Further, if Figure 1 , Figure 2 , Figure 3 , Figure 6 , Figure 8 As shown, the front wing central axis 22 drives the No. 1 front wing 6 and the No. 2 front wing 18 to rotate through the No. 1 front pitch shaft 5 and the No. 2 front pitch shaft 32 on the front turntable 25, and at the same time, the rear wing central axis 23 drives the No. 1 rear wing 8 and the No. 2 rear wing 20 to rotate through the No. 1 rear pitch shaft 9 and the No. 2 rear pitch shaft 33 on the rear turntable 26.

[0031] Further, if Figure 2 , Figure 3 , Figure 7 , Figure 8 As shown, the front power transmission pitch-changing device 27 is controlled to gradually increase the angles of attack of the first front wing 6 and the second front wing 18 in the opposite direction to generate the front lift force, and the rear power transmission pitch-changing device 28 is controlled to gradually increase the angles of attack of the first rear wing 8 and the second rear wing 20 in the opposite direction to generate the rear lift force. Further, if Figure 2 , Figure 3 , Figure 8 As shown, when the front pulling force and the rear pulling force are large enough, the aircraft leaves the ground upward.

[0032] Further, if Figure 2 , Figure 3 , Figure 7 , Figure 8 As shown, during the ascent, the local lift can be changed by regulating the front power transmission pitch change device 27 and the rear power transmission pitch change device 28 to individually change the independent angle of attack of each wing that is performing a rotating motion in a specific direction, so as to obtain the front and rear or left and right balance of the aircraft during the ascent phase.

[0033] Further, if Figure 4 , Figure 3 , Figure 8 As shown, when the aircraft rises to a certain height, the coaxial counter-propeller power device 3 is started to generate forward thrust, so that the aircraft gradually accelerates forward horizontally, and at the same time, the front left deflection wing 12, the front right deflection wing 17, the rear left deflection wing 14, and the rear right deflection wing 19 are gradually controlled to synchronously reduce their own angle of attack until they are horizontal.

[0034] Further, if Figure 4 , Figure 8 As shown, the horizontal acceleration continues, and when the aircraft reaches a relatively high horizontal flight speed and a certain altitude, the front left deflection wing 12 and the front right deflection wing 17 are manipulated to increase the angle of attack and lift the nose of the aircraft so that the aircraft can climb forward rapidly.

[0035] Further, if Figure 1 , Figure 6 As shown, the front wing central axis 22 and the rear wing central axis 23 are braked synchronously. Until the rotation stops and the lock is reset, at this time, the No. 1 front wing 6 and the No. 2 front wing 18 are locked at an angle of 90 degrees to the fuselage and used as conventional lift wings, and the No. 1 rear wing 8 and the No. 2 rear wing 20 are locked at an angle of 90 degrees to the fuselage and used as conventional lift wings, and at the same time, the front left deflection wing 12 and the front right deflection wing 17 are controlled to make the aircraft dive forward to accelerate, so as to compensate for part of the speed lost in the process.

[0036] Further, if Figure 1 , Figure 5 As shown, when a certain speed is reached, the front left deflection wing 12 and the front right deflection wing 17 are simultaneously manipulated to make the aircraft enter a horizontal cruising attitude.

[0037] Further, if Figure 1 , Figure 6 , Figure 3 As shown, when the aircraft approaches the landing site, the front wing center axis 22 and the rear wing center axis 23 are unlocked and started to rotate, and the front power transmission pitch change device 27 is manipulated to gradually increase the angle of attack of the No. 1 front wing 6 and the No. 2 front wing 18 in the opposite direction to generate a front lift force, and the rear power transmission pitch change device 28 is manipulated to gradually increase the angle of attack of the No. 1 rear wing 8 and the No. 2 rear wing 20 in the opposite direction to generate a rear lift force.

[0038] Further, if Figure 1 , Figure 4 , Figure 8 As shown, the front left deflection wing 12 and the front right deflection wing 17 are manipulated to cause the aircraft as a whole to have a larger angle of attack.

[0039] Further, if Figure 4 , Figure 8As shown, when the front pulling lift force and the rear pulling lift force are large enough, the coaxial reverse propeller power device is braked to stop, and the front left deflection wing 12, the front right deflection wing 17, the rear left deflection wing 14, and the rear right deflection wing 19 are gradually controlled to synchronously change their own angles of attack until they are in a vertical posture. Since the aircraft as a whole is still at a large angle of attack at this time, the front pulling lift force and the rear pulling lift force will produce a horizontal deceleration effect on the entire aircraft. When the horizontal speed is reduced to zero, the independent angle of attack of each wing in a rotating motion in a specific direction can be changed by regulating the front power transmission pitch change device 27 and the rear power transmission pitch change device 28 to change the local lift, and the front and rear pitch angles or left and right horizontal angles of the aircraft can be changed, so that the aircraft can be moved horizontally front and back, left and right.

[0040] Further, if Figure 2 , Figure 8 As shown, when the aircraft reaches directly above the landing site, the front pulling force and the rear pulling force are regulated to make the aircraft slowly descend to the ground, and the flight process is completed.

[0041] The aircraft moves upwards off the ground.

[0042] Embodiment 3: Figure 1 , Figure 4 , Figure 8 As shown, when a low-speed short-distance rolling takeoff and landing is implemented, the front wing central axis 22 and the rear wing central axis 23 are started to rotate, and the front power transmission pitch-changing device 27 is controlled to gradually increase the angles of attack of the No. 1 front wing 6 and the No. 2 front wing 18 in the opposite direction to generate a certain lift at the front, and the rear power transmission pitch-changing device 28 is controlled to gradually increase the angles of attack of the No. 1 rear wing 8 and the No. 2 rear wing 20 in the opposite direction to generate a certain lift at the rear. With the assistance of the certain lift at the front and the certain lift at the rear, a low-speed short-distance rolling takeoff and landing can be achieved.

[0043] The above description is a specific embodiment of the present invention, and the present invention is described in detail. Parts not described in detail are conventional technologies.

Claims

1. A multi-takeoff and landing aircraft, characterized in that: The invention comprises a fuselage 1, wherein a front observation cabin 2 is provided at the front end of the fuselage 1, a coaxial reverse propeller power device 3 is provided at the upper part of the rear end of the fuselage 1, a front column 4 is provided at the front upper part of the fuselage, a front power transmission pitch-changing device 27 is provided in the front column 4, a front turntable 25 is provided at the top of the front power transmission pitch-changing device 27, a front wing central axis 22 is provided at the center of the front turntable 25, a first front pitch-changing shaft 5 and a second front pitch-changing shaft 32 are provided at both sides of the front turntable 25, a first front wing 6 is connected to the first front pitch-changing shaft 5, a second front wing 18 is connected to the second front pitch-changing shaft 32, the first front wing 6 and the second front wing 18 are upper arc structures, and the first front wing 6 and the second front wing 18 are upper arc structures. The No. 2 canard 18 is locked at an angle of 90 degrees with the fuselage 1 and can be used as a conventional lift wing. After the No. 1 canard 6 and the No. 2 canard 18 are synchronously pitched forward and backward through the front power transmission pitch-changing device 27, a variable amount of upward pulling force can be generated when the angle of attack is rotated around the central axis 22 of the canard. A rear column 7 is provided at the upper rear part of the fuselage 1, and a rear power transmission pitch-changing device 28 is provided in the rear column 7. A rear turntable 26 is provided on the top of the rear power transmission pitch-changing device 28, and a rear wing central axis 23 is provided at the center of the rear turntable 26. A No. 1 rear pitch-changing shaft 9 and a No. 2 rear pitch-changing shaft 33 are provided on both sides of the rear turntable 26. The No. 1 rear pitch-changing shaft 9 is connected with a The first rear wing 8 and the second rear pitch-changing shaft 33 are connected with the second rear wing 20. The first rear wing 8 and the second rear wing 20 are upper arc structures. The first rear wing 8 and the second rear wing 20 are locked at a 90-degree angle with the body 1 and can be used as conventional lift wings. After the first rear wing 8 and the second rear wing 20 are synchronously pitched forward and reversely through the rear power transmission pitch-changing device 28, when the angle of attack is rotated around the rear wing center axis 23, a variable amount of upward pulling force can be generated. A rudder wing 10 is provided at the rear of the rear column 7. The rudder wing 10 is provided with a rudder wing shaft 24. The rudder wing shaft 24 enables the rudder wing 10 to swing left and right. The front power transmission pitch-changing device 2 A reverse synchronous shaft 29 is provided between 7 and the rear power transmission pitch-changing device 28, and the reverse synchronous shaft 29 can make the front wing central axis 22 and the rear wing central axis 23 rotate in reverse synchronization. A front left deflection shaft 11 is provided on the left front portion of the fuselage 1, and the front left deflection shaft 11 is connected with a front left deflection wing 12. A front right deflection shaft 30 is provided on the right front portion of the fuselage 1, and the front right deflection shaft 30 is connected with a front right deflection wing 17. A rear left deflection shaft 13 is provided on the left rear portion of the fuselage 1, and the rear left deflection shaft 13 is connected with a rear left deflection wing 14. A rear right deflection shaft 31 is provided on the right rear portion of the fuselage 1, and the rear right deflection shaft 31 is connected with a rear right deflection wing 19.

2. A multi-takeoff and landing aircraft according to claim 1, characterized in that: A front wheel 15 is disposed at a middle position at the lower front portion of the machine body 1 , a left rear wheel 16 is disposed at a lower left position at the lower rear portion of the machine body 1 , and a right rear wheel 21 is disposed at a lower right position at the lower rear portion of the machine body 1 .

3. The multi-takeoff and landing aircraft according to claim 1, characterized in that: The first front wing 6, the second front wing 18, the first rear wing 8, and the second rear wing 20 are of the same shape and size and are wider than the wings of a traditional helicopter. When rotating at the same angle of attack, a relatively low-speed rotation motion can generate a greater lift.

4. The multi-takeoff and landing aircraft according to claim 1, characterized in that: The rear turntable 26 is higher than the front turntable 25 .

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