Vertical take-off and landing level flight cruise aircraft
By adopting symmetrical structure, coaxial anti-propeller power plant and fixed wing system in vertical take-off aircraft, the problem of dynamic take-off balance is solved, safety and flight efficiency are improved, and high-speed level flight and energy consumption savings are achieved.
Patent Information
- Application Number
- CN202411869540.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-18
- Publication Date
- 2025-02-14
AI Technical Summary
Fixed-wing vertical take-off aircraft are difficult to obtain dynamic balance during take-off, affecting safety and flight efficiency.
A vertical take-off and landing flat-flight cruise aircraft is designed, using a symmetrical structure and coaxial anti-pad power device as the only forward tension source, and combining a fixed wing and a movable rod system to achieve vertical take-off and landing and high-speed flat-flight.
Improves the center of gravity balance of the aircraft during vertical take-off and landing, enhances safety, and achieves relatively high-speed flight and energy consumption savings through fixed-wing peaceful flight mode.
Smart Images
Figure CN119429101A_ABST
Abstract
Description
Technical Field
[0001] The invention belongs to the technical field of vertical take-off and landing aircraft, and in particular relates to a vertical take-off and landing level-flying cruise aircraft. Background Art
[0002] It is difficult for a fixed-wing vertical take-off and landing aircraft with multiple rotors as take-off power to achieve dynamic balance. For this reason, a vertical take-off and landing level flight cruise aircraft is proposed. Summary of the invention
[0003] The present invention discloses a vertical take-off and landing level-flying cruise aircraft. In order to improve the safety factor, the aircraft adopts a symmetrical structure, which is beneficial to the center of gravity during vertical take-off and landing. A set of coaxial reverse propeller power devices is arranged at the nose of the aircraft as the only source of forward pulling force, which is beneficial to the balance of the aircraft body during vertical take-off and landing. In order to increase the flight speed, the aircraft adopts a level-flying mode with the aircraft body in a horizontal posture to achieve relatively high-speed flight. In order to save energy consumption, the aircraft is provided with fixed wings. During level flight, the fixed wings provide the main lift to reduce lift energy consumption, which is beneficial to reducing power energy consumption.
[0004] In order to provide a vertical take-off and landing cruise aircraft with relatively reliable control and relatively safe operation, the present invention provides the following technical solutions: The invention provides a vertical take-off and landing level-flying cruise aircraft, comprising an airframe, wherein a set of the coaxial counter-propeller power device is arranged at the front end of the airframe.
[0005] Preferably, an upper deflection wing rotation shaft is provided at the front back portion of the fuselage, and an upper deflection wing is connected to the upper deflection wing rotation shaft.
[0006] Preferably, a lower deflection wing rotation shaft is provided at the front part of the belly of the fuselage, and a lower deflection wing is connected to the lower deflection wing rotation shaft.
[0007] Preferably, a left wing is provided on the left side of the middle part of the body.
[0008] Preferably, a right wing is provided on the right side of the middle part of the body.
[0009] Preferably, a left aileron is provided on the outside of the left wing trailing edge, and a right aileron is provided on the outside of the right wing trailing edge.
[0010] Preferably, a No. 1 supporting foot is provided at the rear edge of the middle portion of the left wing slightly close to the fuselage.
[0011] Preferably, a third supporting foot is provided at the rear edge of the middle portion of the right wing slightly close to the fuselage.
[0012] Preferably, an upper power rotating shaft is provided at the upper portion of the rear end of the machine body, and the upper power rotating shaft has power for rotating motion.
[0013] Preferably, a lower power rotating shaft is provided at the lower portion of the rear end of the machine body, and the lower power rotating shaft has power for rotating motion.
[0014] Preferably, the upper power rotating shaft is connected to an upper movable rod.
[0015] Preferably, the lower power rotating shaft is connected to a lower movable rod.
[0016] Preferably, the upper movable rod and the lower movable rod can open and merge under the drive of the upper power rotating shaft and the lower power rotating shaft.
[0017] Preferably, when the body is in a vertical state and the upper movable rod and the lower movable rod are in an open state, it can be seen that the upper movable rod is provided with a No. 2 supporting foot on the outer lower side, and an upper vertical tail is provided on the outer upper side, the upper vertical tail is provided with an upper rudder, and a No. 1 rotating shaft and a No. 2 rotating shaft are provided on the upper end of the upper vertical tail, the No. 1 rotating shaft is connected with a movable upper left horizontal tail, and the No. 2 rotating shaft is connected with a movable upper right horizontal tail; the lower movable rod is provided with a No. 4 supporting foot on the outer lower side, and a lower vertical tail is provided on the outer upper side, the lower vertical tail is provided with a lower rudder, and a No. 3 rotating shaft and a No. 4 rotating shaft are provided on the upper end of the lower vertical tail, the No. 3 rotating shaft is connected with a movable lower right horizontal tail, and the No. 4 rotating shaft is connected with a movable lower left horizontal tail.
[0018] Preferably, an upper supporting wing is provided on one side of the back of the rear part of the fuselage to support and position the upper movable rod.
[0019] Preferably, a lower supporting wing is provided on one side of the belly at the rear of the fuselage to support and position the lower movable rod.
[0020] Preferably, when the aircraft is parked vertically on the ground and the upper movable rod and the lower movable rod are in an open state, the No. 1 supporting foot, the No. 2 supporting foot, the No. 3 supporting foot and the No. 4 supporting foot together constitute four horizontal load-bearing support points for supporting the entire aircraft.
[0021] Preferably, when the upper movable rod and the lower movable rod are in a combined state, the second supporting foot and the fourth supporting foot fit together to position the upper movable rod and the lower movable rod.
[0022] Preferably, when the aircraft is cruising horizontally, the upper movable rod and the lower movable rod are in a combined state, and the horizontal tail wings and the upper and lower rudder wings at the rear of the aircraft play a role in regulating the pitch angle and steering of the entire aircraft; the horizontal tail wings and the upper and lower rudder wings combined with the left and right ailerons can achieve flight control operations such as large-angle rolling steering, large-angle climbing and diving like conventional fixed-wing aircraft.
[0023] Preferably, when the aircraft takes off and lands vertically, the upper movable rod and the lower movable rod are in an open state, and the horizontal tail, left and right ailerons, and upper and lower deflection wings can be controlled to achieve horizontal movement of the aircraft in various directions.
[0024] Preferably, the aircraft is completely symmetrical left to right and top to bottom, which is conducive to dynamic balance when adjusting posture during vertical take-off and landing operations.
[0025] Preferably, when the aircraft is cruising horizontally, the upper movable rod and the lower movable rod are in a merged state, and their shape is close to that of a conventional fixed-wing aircraft, and their control performance is also close to that of a conventional fixed-wing aircraft.
[0026] The beneficial effects of the present invention are: This type of vertical take-off and landing level flight cruise aircraft adopts a symmetrical structure and a coaxial counter-propeller power device is arranged at the nose as the only source of pulling force, which is beneficial to the balance of the center of gravity during vertical take-off and landing, thereby improving the safety factor; the aircraft adopts a level flight mode with the body in a horizontal posture to achieve relatively high-speed flight; the aircraft is equipped with fixed wings to provide the main lift, which can reduce lift energy consumption and thus reduce power energy consumption, which is beneficial to increase range and flight time. BRIEF DESCRIPTION OF THE DRAWINGS
[0027] 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.
[0028] In the attached picture: Figure 1 Back view of the aircraft when the movable rod is opened Figure 2 Schematic diagram of the right side of the aircraft when the movable rod is opened Figure 3 Back view of the aircraft when the movable stick is combined Figure 4 Schematic diagram on the right side when merging the active stick for the aircraft Figure 5 Schematic diagram of level flight when the aircraft merges with the active stick Figure 6 Schematic diagram of the belly of the aircraft when the movable rod is combined Figure 7 Schematic diagram of the aircraft taking off, level flight, and landing posture changes In the figure: 1, fuselage 2, upper deflection wing 3, coaxial reverse propeller power device 4, upper deflection wing rotation axis 5, upper movable rod 6, No. 4 rotation axis 7, upper left horizontal tail 8, upper right horizontal tail 9, No. 1 rotation axis 10, No. 2 rotation axis 11, left wing 12, right wing 13, left aileron 14, right aileron 15, upper vertical tail 16, upper rudder wing 17, No. 1 supporting foot 18, No. 2 supporting foot 19, No. 3 supporting foot 20, No. 4 supporting foot 21, lower right horizontal tail 22, No. 3 rotation axis 23, vertical tail 24, lower rudder wing 25, lower movable rod 26, upper supporting wing 27, lower supporting wing 28, upper power rotation axis 29, lower power rotation axis 30, lower deflection wing 31, lower deflection wing rotation axis 32, lower left horizontal tail DETAILED DESCRIPTION
[0029] 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.
[0030] Example: Figure 1 Figure 2 Figure 7 As shown, the vertical take-off and landing level flight cruising aircraft starts the coaxial counter-propeller power device 3 to generate an upward pulling force, and controls the coaxial counter-propeller power device 3 to increase the pulling force. When the upward pulling force is greater than the overall gravity of the aircraft, the aircraft leaves the ground and moves upward. At this time, the left aileron 13, the right aileron 14, the upper deflection wing 2, and the lower deflection wing 30 in a vertical state are controlled to keep the aircraft in vertical dynamic balance.
[0031] Further, if Figure 1 Figure 2 Figure 3 Figure 4 Figure 6 Figure 7 As shown, when the aircraft rises to a certain height, the upper power rotating shaft 28 and the lower power rotating shaft 29 are synchronously started to merge the upper movable rod 5 and the lower movable rod 25. The aircraft is then changed into a shape close to that of a conventional fixed-wing aircraft. At the same time, the upper left horizontal tail 7, the upper right horizontal tail 8, the lower right horizontal tail 21, and the lower left horizontal tail 32 are synchronously adjusted to maintain a vertical state.
[0032] Further, if Figure 4 Figure 5 Figure 7 As shown, the upper left horizontal tail 7, the upper right horizontal tail 8, the lower right horizontal tail 21, and the lower left horizontal tail 32 are controlled to rotate in the same direction by a certain angle. At this time, the downward airflow generated by the coaxial counter-propeller power device 3 is deflected, so that the tail of the aircraft is gradually raised.
[0033] Further, if Figure 5 Figure 7 As shown, when the aircraft reaches a horizontal attitude, it enters a level flight cruise state, at which time the flight attitude of the aircraft is changed according to a conventional fixed-wing aircraft control method.
[0034] Further, if Figure 4 Figure 5 Figure 7 As shown, when flying forward to a high altitude close to the destination, the upper left horizontal tail 7, the upper right horizontal tail 8, the lower right horizontal tail 21, and the lower left horizontal tail 32 are controlled to rotate to a certain negative angle of attack. At this time, the airflow generated backward by the coaxial counter-propeller power device 3 is deflected, causing the tail of the aircraft to gradually droop until the aircraft turns into a vertical posture.
[0035] Further, if Figure 4 Figure 7 As shown, the coaxial counter-propeller power device 3 is controlled to make the upward pulling force generated equal to the overall gravity of the aircraft, and then fine-tuned to make the aircraft hover vertically in the air.
[0036] Further, if Figure 4 Figure 7 As shown, the left aileron 13, the right aileron 14, the upper deflection wing 2, and the lower deflection wing 30 are manipulated to slightly change the posture of the aircraft, so that the aircraft moves horizontally to just above the landing point.
[0037] Further, if Figure 4 Figure 7 As shown, the coaxial counter-propeller power device 3 is controlled so that the upward pulling force generated is slightly smaller than the overall gravity of the aircraft, so that the aircraft slowly descends.
[0038] Further, if Figure 2 Figure 4 Figure 7 As shown, when descending to a certain height, the upper power rotating shaft 28 and the lower power rotating shaft 29 are synchronously started to open the upper movable rod 5 and the lower movable rod 25.
[0039] Further, if Figure 2 Figure 7 As shown, when the aircraft is about to reach the ground, the coaxial reverse propeller power device 3 is controlled to slightly increase the lift force to offset the falling inertia of the aircraft and land smoothly on the landing point. At this time, the landing operation is completed.
[0040] Further, if Figure 2 Figure 7 As shown, after the aircraft is stabilized, the coaxial counter-propeller power device 3 is shut down and the flight process ends.
[0041] The above description is only 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 vertical take-off and landing level flight cruise aircraft, characterized in that: The invention comprises a fuselage 1, wherein a coaxial reverse propeller power device 3 is provided at the front end of the fuselage 1, an upper deflection wing rotating shaft 4 is provided at the front part of the back of the fuselage 1, and the upper deflection wing rotating shaft 4 is connected with an upper deflection wing 2, a lower deflection wing rotating shaft 31 is provided at the front part of the belly of the fuselage 1, and the lower deflection wing rotating shaft 31 is connected with a lower deflection wing 30, a left wing 11 is provided at the left side of the middle part of the fuselage 1, and a right wing 12 is provided at the right side of the middle part, and a left aileron 13 is provided at the rear edge of the left wing 11. The right wing 12 is provided with a right aileron 14 at the rear edge outside, the left wing 11 is provided with a No. 1 support foot 17 at the rear edge slightly close to the body 1 in the middle part, and the right wing 12 is provided with a No. 3 support foot 19 at the rear edge slightly close to the body 1 in the middle part. An upper power rotating shaft 28 is provided at the upper part of the rear end of the body 1, and the upper power rotating shaft 28 has a power for rotating motion, and a lower power rotating shaft 29 is provided at the lower part of the rear end of the body 1, and the lower power rotating shaft 29 has a power for rotating motion. The upper power rotating shaft 28 is connected with an upper movable rod 5, and the lower power rotating shaft 29 is connected with a lower movable rod 25. The upper movable rod 5 and the lower movable rod 25 can be opened and merged under the drive of the upper power rotating shaft 28 and the lower power rotating shaft 29. The upper movable rod 5 is provided with a second supporting foot 18 and an upper vertical tail 15. The upper vertical tail 15 is provided with an upper rudder wing 16. The upper vertical tail 15 is provided with a first rotating shaft 9 and a second rotating shaft 10, the number one rotating shaft 9 is connected with a movable upper left horizontal tail 7, the number two rotating shaft 10 is connected with an upper right horizontal tail 8, the lower movable rod 25 is provided with a number four supporting foot 20 and a drooping tail 23, the drooping tail 23 is provided with a lower rudder wing 24, the drooping tail 23 is provided with a number three rotating shaft 22 and a number four rotating shaft 6, the number three rotating shaft 22 is connected with a lower right horizontal tail 21, and the number four rotating shaft 6 is connected with a lower left horizontal tail 32.
2. The aircraft according to claim 1, characterized in that: An upper supporting wing 26 is provided on the back side of the rear part of the fuselage 1 to support and position the upper movable rod 5 , and a lower supporting wing 27 is provided on the belly side of the rear part of the fuselage 1 to support and position the lower movable rod 25 .
3. The aircraft according to claim 1, characterized in that: When the aircraft is parked vertically on the ground and the upper movable rod 5 and the lower movable rod 25 are in an open state, the first supporting foot 17, the second supporting foot 18, the third supporting foot 19, and the fourth supporting foot 20 together constitute four horizontal load-bearing support points for supporting the entire aircraft.
4. The aircraft according to claim 1, characterized in that: When the upper movable rod 5 and the lower movable rod 25 are in a combined state, the second supporting foot and the fourth supporting foot are in contact with each other to play a positioning role for the upper movable rod 5 and the lower movable rod 25 .
5. The aircraft according to claim 1, characterized in that: When the aircraft takes off and lands vertically, the upper movable rod 5 and the lower movable rod 25 are in an open state, and the horizontal tail, left and right ailerons, and upper and lower deflection wings can be controlled to achieve horizontal movement of the aircraft in various directions; when the aircraft is cruising horizontally, the upper movable rod 5 and the lower movable rod 25 are in a merged state, and their shape is close to that of a conventional fixed-wing aircraft, and their control performance is also close to that of a conventional fixed-wing aircraft.
6. The aircraft according to claim 1, characterized in that: The aircraft is completely symmetrical left to right and up to down, which is beneficial to dynamic balance when adjusting posture during vertical take-off and landing operations.