Distributed power-induced lift-increasing double-wing vertical take-off and landing aircraft

Abstract

The invention provides a distributed power-induced lift-increasing double-wing vertical take-off and landing aircraft, and relates to the technical field of vertical take-off and landing of aviation aircrafts, the distributed power-induced lift-increasing double-wing vertical take-off and landing aircraft comprises a fuselage, fixed main wings and tilting induction wings are arranged on the two sides of the fuselage, and the induction wings are located above the rear portions of the main wings and are arranged in series with the main wings front and back; the distributed electric drive propellers are arranged at the front edges of the induction wings, and the distributed electric drive propellers and the induction wings synchronously tilt; the vertical empennage is arranged on the upper side of the rear end of the fuselage, tilting horizontal empennages are arranged on the two sides of the vertical empennage, and a torque balancing propeller is arranged on the front edge of each horizontal empennage; the problem that thrust needed in different flight stages is difficult to match due to the fact that the thrust-weight ratio of an existing fixed-wing vertical take-off and landing aircraft in the vertical take-off and landing stage is too large is solved through the induced lift increasing effect of the distributed propellers, and vertical take-off and landing and hovering with the thrust-weight ratio smaller than 1 are achieved.

Description

Technical Field

[0001] The present invention belongs to the technical field of vertical take-off and landing of aviation vehicles, and more specifically, relates to a distributed power-induced lift-increasing twin-wing vertical take-off and landing aircraft. Background Art

[0002] A vertical take-off and landing fixed-wing aircraft is an aircraft that does not rely on a dedicated site and has flexible take-off and landing capabilities. This type of aircraft combines the vertical take-off and landing capabilities of a helicopter with the advantages of fast speed and high cruising efficiency of a fixed-wing aircraft, and is increasingly widely used in military and civilian fields.

[0003] According to the different take-off and landing methods, vertical take-off and landing fixed-wing aircraft can be divided into lift-thrust combination type, tilt-rotor power type, tail-seat type, thrust reversal type, etc. Among them, lift-thrust combination type and tilt-rotor power type are the most commonly used. Typical representatives include my country's Dapeng series of UAVs and the US V-22 tilt-rotor transport aircraft.

[0004] Although vertical take-off and landing aircraft have been widely used, one of the outstanding problems currently faced is that it is difficult to match the required thrust in different flight phases. Specifically: in the vertical take-off and landing phase, the whole aircraft has no forward flight speed, which makes it impossible to generate lift on the wings. Therefore, it must rely entirely on the engine to generate thrust in the vertical direction to overcome the take-off weight to achieve vertical take-off and landing. At this time, the thrust-to-weight ratio of the whole aircraft must be at least greater than 1, and the power cost paid is large. After entering the level flight phase, the lift generated on the wing is balanced with gravity, and the engine thrust is used to overcome the resistance during forward flight. The higher the lift-to-drag ratio of the whole aircraft, the smaller the thrust demand for the engine, and the corresponding required thrust-to-weight ratio is also smaller. Usually, the required thrust-to-weight ratio in the level flight phase is less than 1 / 10 of that in the vertical take-off and landing phase. The power demand gap between the two key flight phases is too large, and the thrust matching is seriously unbalanced. This deficiency makes the engine installed power of fixed-wing vertical take-off and landing aircraft usually excessive, and there are many coupling problems such as hidden structural waste weight and shortened flight time. The main reason for the above problems is that during the vertical take-off and landing phase, the wings cannot provide lift and must rely entirely on engine thrust.

[0005] In recent years, distributed electric propulsion technology has been gradually applied to vertical take-off and landing aircraft. The scale independence of electric propulsion technology has made the hidden structural weight problem of vertical take-off and landing aircraft no longer prominent, but the thrust matching imbalance problem has not been effectively solved, and the power cost paid in the vertical take-off and landing stage is still relatively high. Summary of the invention

[0006] The purpose of the present invention is to provide a distributed power-induced lift twin-wing vertical take-off and landing aircraft to address the deficiencies in the prior art, thereby solving the problem that the thrust required for different flight stages is difficult to match due to the excessive thrust-to-weight ratio of existing fixed-wing vertical take-off and landing aircraft in the vertical take-off and landing stage.

[0007] In order to achieve the above object, the present invention provides a distributed power-induced lift twin-wing vertical take-off and landing aircraft, comprising:

[0008] A fuselage, wherein fixed main wings and tiltable induced wings are arranged on both sides of the fuselage, wherein the induced wings are located above and behind the main wings and arranged in series with the main wings;

[0009] A distributed electric drive propeller, wherein the distributed electric drive propeller is arranged at the leading edge of the inducing wing and tilts synchronously with the inducing wing;

[0010] A vertical tail wing is arranged on the upper side of the rear end of the fuselage, and tiltable horizontal tail wing are arranged on both sides of the vertical tail wing, and a torque balancing propeller is arranged on the leading edge of the horizontal tail wing.

[0011] In one embodiment, the main wing and the induced wing utilize the inductive effect of the distributed electric drive propeller to generate induced lift even when there is no forward flight speed.

[0012] In one embodiment, when the vertical take-off and landing aircraft is in a vertical take-off and landing and hovering state, the total lift is jointly borne by the thrust of the distributed electric drive propeller and the induced lift of the main wing and the induced wing, thereby achieving vertical take-off and landing and hovering with a thrust-to-weight ratio of less than 1.

[0013] In one embodiment, when the vertical take-off and landing aircraft is in level flight, the main wing and the induced wing are arranged horizontally, and the distributed electric drive propeller and the torque balancing propeller are located in front of the induced wing and the horizontal tail.

[0014] In one embodiment, when the vertical take-off and landing aircraft is in the vertical take-off and landing state and the hovering state, the trailing edge of the induction wing tilts downward by 50°-90°, and the trailing edge of the horizontal tail tilts downward by 70°-110°.

[0015] In one embodiment, when the vertical take-off and landing aircraft is in a short take-off and landing state, the trailing edge of the induction wing is tilted downward by 10°-50°, and the horizontal tail is arranged horizontally.

[0016] In one embodiment, the vertical distance between the induced wing and the main wing is greater than the radius of the distributed electric drive propeller.

[0017] In one embodiment, the chord length and span length of the main wing are not less than the chord length and span length of the induced wing, respectively.

[0018] In one embodiment, a plurality of equally spaced electric drive propellers are provided at the leading edge of each induced wing, and the distributed electric drive propellers are located above a position of the main wing close to the trailing edge.

[0019] In one embodiment, the inductive wing and the horizontal tail are rotationally connected to the fuselage and the vertical tail through an inductive wing rotation shaft and a horizontal tail rotation shaft, respectively, and the inductive wing rotation shaft and the horizontal tail rotation shaft are located at positions close to the leading edges of the inductive wing and the horizontal tail, respectively.

[0020] The invention provides a vertical take-off and landing aircraft, which has the beneficial effects that: the vertical take-off and landing aircraft forms a double-wing layout through a main wing and an induced wing on a fuselage, the main wing and the induced wing are arranged in tandem front and back, and in a vertical take-off and landing state, the trailing edges of the induced wing, the flaps of the main wing, the aileron and the horizontal tail are tilted downward, so that the distributed electric drive propeller and the torque balancing propeller can generate pulling force in the vertical direction, and at the same time, the distributed electric drive propeller generates a suction acceleration effect on the upper surface of the main wing and a slipstream acceleration effect on the induced wing, and the distributed electric drive propeller is used to accelerate the aircraft upward. The induced acceleration effect of the propeller enables the wing to generate lift even when there is no forward flight speed. In this way, the total lift of the vertical take-off and landing aircraft during the vertical take-off and landing stage is composed of two parts, one part is the pulling force of the distributed electric drive propeller in the vertical direction, and the other part is the induced lift of the main wing and the induced wing. Since the total lift required for the entire aircraft during vertical take-off and landing or hovering is jointly borne by the pulling force of the distributed electric drive propeller and the induced lift of the main wing and the induced wing, vertical take-off and landing and hovering with a thrust-to-weight ratio of less than 1 can be achieved, reducing the thrust and power requirements for the engine.

[0021] Other features and advantages of the present invention will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and other objects, features and advantages of the present invention will become more apparent through a more detailed description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, wherein like reference numerals generally represent like components throughout the exemplary embodiments of the present invention.

[0023] Figure 1 A three-dimensional schematic diagram of a distributed power induced lift twin-wing vertical take-off and landing aircraft in level flight according to an embodiment of the present invention is shown.

[0024] Figure 2 A side view schematic diagram of a distributed power induced lift twin-wing vertical take-off and landing aircraft in level flight according to an embodiment of the present invention is shown.

[0025] Figure 3 A three-dimensional schematic diagram of a distributed power-induced lift twin-wing vertical take-off and landing aircraft in a vertical take-off and landing state and a hovering state according to an embodiment of the present invention is shown.

[0026] Figure 4 A side view schematic diagram of a distributed power induced lift twin-wing vertical take-off and landing aircraft in a vertical take-off and landing state and a hovering state according to an embodiment of the present invention is shown.

[0027] Figure 5 A side view schematic diagram of a distributed power induced lift twin-wing vertical take-off and landing aircraft in a short-distance take-off and landing state according to an embodiment of the present invention is shown.

[0028] Description of reference numerals:

[0029] 1. Fuselage; 2. Main wing; 3. Tilt-type induction wing; 4. Distributed electric drive propeller; 5. Aileron; 6. Flaps; 7. Tilt-type horizontal tail; 8. Elevator; 9. Vertical tail; 10. Rudder; 11. Torque balancing propeller; 12. Tilt-type induction wing shaft; 13. Tilt-type horizontal tail shaft. DETAILED DESCRIPTION

[0030] The preferred embodiments of the present invention will be described in more detail below. Although the preferred embodiments of the present invention are described below, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to make the present invention more thorough and complete, and to fully convey the scope of the present invention to those skilled in the art.

[0031] like Figures 1 to 5 As shown, the present invention provides a distributed power induced lift twin-wing vertical take-off and landing aircraft, comprising:

[0032] A fuselage 1, with fixed main wings 2 and tiltable induction wings 3 arranged on both sides of the fuselage 1, wherein the induction wings 3 are located above and behind the main wings 2 and arranged in series with the main wings 2;

[0033] A distributed electric drive propeller 4, which is arranged at the leading edge of the inducing wing 3 and tilts synchronously with the inducing wing 3;

[0034] The vertical tail 9 is arranged on the upper side of the rear end of the fuselage 1. Tiltable horizontal tails 7 are arranged on both sides of the vertical tail 9. The leading edge of the horizontal tail 7 is provided with a torque balancing propeller 11.

[0035] Specifically, in order to solve the problem that the thrust required in different flight stages is difficult to match due to the excessive thrust-to-weight ratio of the existing fixed-wing vertical take-off and landing aircraft in the vertical take-off and landing stage; the vertical take-off and landing aircraft provided by the present invention forms a double-wing layout through the main wing 2 and the induced wing 3 on the fuselage 1, and the main wing 2 and the induced wing 3 are arranged in tandem front and back. In the vertical take-off and landing state, the trailing edges of the induced wing 3, the aileron 5, the flap 6 and the horizontal tail 7 are tilted downward, so that the distributed electric drive propeller 4 and the torque balancing propeller 11 can generate pulling force in the vertical direction. At the same time, the distributed electric drive propeller 4 exerts a pulling force on the main wing 2. The upper surface generates a suction acceleration effect, which generates a slipstream acceleration effect on the induced wing 3. The induced acceleration effect of the distributed electric drive propeller 4 is utilized to enable the wing to generate lift even when there is no forward flight speed. In this way, the total lift required for the vertical take-off and landing aircraft in the vertical take-off and landing state or the hovering state can be composed of two parts, one part is the pulling force of the distributed electric drive propeller 4 in the vertical direction, and the other part is the induced lift of the main wing 2 and the induced wing 3. In addition, the pitch moment generated by the distributed electric drive propeller 4, the main wing 2 and the induced wing 3 is balanced by the torque balancing propeller 11.

[0036] In this embodiment, the main wing 2 and the induced wing 3 are arranged in series front and back, and the main wing 2 is arranged as a lower wing relative to the fuselage 1, and the induced wing 3 is arranged as an upper wing relative to the fuselage 1.

[0037] In this embodiment, the main wing 2 and the induced wing 3 utilize the inductive effect of the distributed electric drive propeller 4 to generate induced lift even when there is no forward flight speed.

[0038] In this embodiment, when the vertical take-off and landing aircraft is in the vertical take-off and landing and hovering state, the total lift is jointly borne by the pulling force of the distributed electric drive propeller 4 and the induced lift of the main wing 2 and the induced wing 3, thereby achieving vertical take-off and landing and hovering with a thrust-to-weight ratio of less than 1.

[0039] In this embodiment, the trailing edges of the vertical tail 9 and the tilting horizontal tail 7 are provided with a rudder 10 and an elevator 8 respectively.

[0040] Specifically, the rudder 10 is used to provide a yaw control moment when the vertical take-off and landing aircraft is in a level flight state, and the elevator 8 is used to provide a pitch control moment when the vertical take-off and landing aircraft is in a level flight state.

[0041] In this embodiment, in the vertical direction, the installation height of the horizontal tail 7 and the elevator 8 is higher than the fuselage 1 to avoid the influence of the slipstream of the distributed electric drive propeller 4.

[0042] In this embodiment, when the vertical take-off and landing aircraft is in level flight, the main wing 2 and the induced wing 3 are horizontally arranged, and the distributed electric drive propeller 4 and the torque balancing propeller 11 are respectively arranged at the leading edges of the induced wing 3 and the horizontal tail 7.

[0043] Specifically, Figure 1 and Figure 2 As shown, in the level flight state, the main wing 2 and the induced wing 3 maintain the initial horizontal installation state. At this time, the distributed electric drive propeller 4 and the torque balancing propeller 11 are respectively located in front of the induced wing 3 and the horizontal tail 7. The pulling force required for the vertical take-off and landing aircraft in level flight is provided by the distributed electric drive propeller 4 and the torque balancing propeller 11.

[0044] In this embodiment, in the level flight state, the aileron 5 provides a rolling control torque, the elevator 8 provides a pitching control torque, and the rudder 10 provides a yaw control torque.

[0045] In this embodiment, when the vertical take-off and landing aircraft is in the vertical take-off and landing state and the hovering state, the trailing edges of the wing 3, the aileron 5 and the flap 6 are induced to tilt downward by 50°-90°, and the trailing edge of the horizontal tail 7 is tilted downward by 70°-110°.

[0046] Specifically, when the vertical take-off and landing aircraft is in a vertical take-off and landing state without forward flight speed and in a hovering state, the distributed electric drive propeller 4 is used to induce lift on the main wing 2 to force it to generate lift, so that the vertical take-off and landing aircraft can perform vertical take-off and landing and hover in the air when the thrust-to-weight ratio is less than 1. Compared with conventional fixed-wing vertical take-off and landing aircraft, at the same take-off weight, the thrust and power requirements for the propeller are reduced, and the power cost is small.

[0047] Preferably, the downward tilt angle of the induced wing is 70°, and the downward tilt angle of the horizontal tail is 90°.

[0048] Specifically, the distributed electric-drive propeller 4 produces a suction acceleration effect on the upper surface of the main wing 2, and a slipstream acceleration effect on the induced wing 3, so that the main wing 2 and the induced wing 3 can eventually generate effective lift even when there is no forward flight speed; therefore, the total lift of the entire aircraft in the vertical take-off and landing state and the hovering state is mainly composed of two parts, the vertical pulling force of the distributed electric-drive propeller 4 is the main source, and the induced lift of the main wing 2 and the induced wing 3 is the auxiliary lift; when the induced wing 3 is at a tilt angle of 70°, the total lift of the entire aircraft reaches the maximum, and the power cost is the minimum.

[0049] In this embodiment, if Figure 3 and Figure 4As shown, in the vertical take-off and landing state and the hovering state, the trailing edges of the aileron 5 and the flap 6 are tilted downward by 70°, the induced wing 3 and the distributed electric drive propeller 4 are tilted downward by 70° around the induced wing rotation axis 12, and the induced wing rotation axis 12 is located at a position where the induced wing 3 is 1 / 4 of the chord length away from the leading edge; at the same time, the horizontal tail 7, the elevator 8 and the torque balancing propeller 11 are tilted downward by 90° clockwise around the horizontal tail rotation axis 13 to provide a pitch balancing torque for the entire aircraft in the vertical take-off and landing and hovering stages, and the horizontal tail rotation axis 13 is located at a position where the horizontal tail 7 is 1 / 4 of the chord length away from the leading edge.

[0050] Furthermore, during the entire process of vertical takeoff from the ground to hover in the air, or from hovering in the air to vertical landing, the aileron 5 and flap 6 maintain a tilt angle of 70°, and the induction wing 3 is dynamically adjusted within an angle range of 70°±5°, so as to utilize the resistance generated by the induction wing 3 in the horizontal direction to offset the pull component of the distributed electric drive propeller 4 in the horizontal direction in real time, thereby preventing the vertical take-off and landing aircraft from generating a forward motion speed. During the entire process of vertical takeoff from the ground to hover in the air, or from hovering in the air to vertical landing, the moment balancing propeller 11 and the horizontal tail 7 maintain a downward tilt angle of 90°, and the rotation speed of the moment balancing propeller 11 matches the rotation speed of the distributed electric drive propeller 4, so as to ensure that the pitch moment of the vertical take-off and landing aircraft is always in a balanced state, and the rolling moment and the yaw moment are respectively balanced by the reverse pull difference and torque difference generated by the differential rotation of the distributed electric drive propellers 4 on both sides of the fuselage.

[0051] During the intermediate transition flight state from the hovering state to the level flight state, as the forward flight speed of the vertical take-off and landing aircraft gradually increases, the induced wing 3, the distributed electric drive propeller 4, the aileron 5, the flap 6, the tilt-type horizontal tail 7 and the torque balancing propeller 11 are gradually restored from the tilted state to the horizontal state, and the recovery angular velocity of all the tilting components is adjusted in real time according to the instructions of the flight control computer to ensure real-time matching with the forward flight speed of the aircraft, the rotation speed of the distributed electric drive propeller 4, and the rotation speed of the torque balancing propeller 11. When converting from the level flight state to the hovering state in the air, the movement law of the tilting components is opposite.

[0052] In this embodiment, the vertical take-off and landing aircraft can also perform short-distance take-off and landing, such as Figure 5 As shown, when a short-distance takeoff is adopted, the aileron 5, flap 6, induced wing 3, and distributed electric drive propeller 4 are synchronously tilted downward, and the tilt angle range is 10°-50°. At this time, the main wing 2 and the induced wing 3 can obtain dynamic induced lift; the horizontal tail 7 and the torque balancing propeller 11 are kept in a horizontal state, and the aircraft is pulled up and lifted off after sliding for a certain distance and reaching a certain flight speed, and directly enters a transition flight state. The movement process during short-distance landing is just the opposite.

[0053] Preferably, the aileron 5, flap 6, induced wing 3, and distributed electric drive propeller 4 are synchronously tilted downward at an angle of 30°.

[0054] Specifically, when the trailing edge of the induced wing 3 is tilted downward by 30°, the power induced lift of the main wing 2 and the induced wing 3 can reach a maximum.

[0055] In this embodiment, the vertical distance between the induced wing 3 and the main wing 2 is 1.15 times the radius of the distributed electric drive propeller 4 .

[0056] In this embodiment, the ratio of the chord lengths of the main wing 2 and the induced wing 3 is 3:1, and the span of the main wing 2 is greater than the span of the induced wing 3 .

[0057] In this embodiment, a plurality of equally spaced electric drive propellers 4 are provided at the leading edge of each induced wing 3 , and the distributed electric drive propellers 4 are located above the main wing 2 near the trailing edge.

[0058] Specifically, the vertical take-off and landing aircraft adopts a distributed electric drive propeller 4 for propulsion, which improves the redundancy of the power system and avoids the flight safety risks caused by the failure of individual power systems; in addition, in the vertical take-off and landing state and the hovering state, the pitch moment of the whole aircraft is balanced by the torque balancing propeller 11 on the horizontal tail 7, and the rolling and yaw moments are balanced by the reverse thrust difference and torque difference generated by the differential rotation of the distributed electric drive propeller 4, and the torque balancing capacity of the whole aircraft is abundant.

[0059] Furthermore, during the cruise phase, the main wing 2 and the induced wing 3 have a good effect of increasing lift and reducing drag under the dual induced effects of suction acceleration and slipstream acceleration of the distributed electric drive propeller 4, thereby improving the aerodynamic efficiency of the vertical take-off and landing aircraft.

[0060] In this embodiment, the distributed electric drive propeller 4 is located at a chordwise position of 75% from the leading edge of the main wing 2 , and the distributed electric drive propeller 4 is evenly spaced along the span direction of the induced wing 3 .

[0061] In this embodiment, six electrically driven propellers 4 are arranged on each induction wing 3, and the spacing between adjacent electrically driven propellers 4 is 430 mm.

[0062] In this embodiment, the inductive wing 3 and the horizontal tail 7 are rotationally connected to the fuselage 1 and the vertical tail 9 through the inductive wing shaft 12 and the horizontal tail shaft 13 respectively. The inductive wing shaft 12 and the horizontal tail shaft 13 are respectively located at the position of one quarter of the chord length of the inductive wing 3 and the horizontal tail 7 from the leading edge.

[0063] The embodiments of the present invention have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A distributed power-induced lift twin-wing vertical take-off and landing aircraft, characterized in that: include: A fuselage, wherein fixed main wings and tiltable induced wings are arranged on both sides of the fuselage, wherein the induced wings are located above and behind the main wings and arranged in series with the main wings; A distributed electric drive propeller, wherein the distributed electric drive propeller is arranged at the leading edge of the inducing wing and tilts synchronously with the inducing wing; A vertical tail wing is arranged on the upper side of the rear end of the fuselage, and tiltable horizontal tail wing are arranged on both sides of the vertical tail wing, and a torque balancing propeller is arranged on the leading edge of the horizontal tail wing.

2. The distributed power-induced lift twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: The main wing and the induced wing utilize the inductive effect of the distributed electric drive propeller to generate induced lift even when there is no forward flight speed.

3. The distributed power induced lift twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: When the vertical take-off and landing aircraft is in a vertical take-off and landing and hovering state, the total lift is jointly borne by the pulling force of the distributed electric drive propeller and the induced lift of the main wing and the induced wing, thereby achieving vertical take-off and landing and hovering with a thrust-to-weight ratio of less than 1.

4. The distributed power induced lift twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: When the vertical take-off and landing aircraft is in level flight, the main wing and the inducing wing are arranged horizontally, and the distributed electric drive propeller and the torque balancing propeller are located in front of the inducing wing and the horizontal tail.

5. The distributed power induced lift twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: When the vertical take-off and landing aircraft is in a vertical take-off and landing state and a hovering state, the trailing edge of the induction wing tilts downward by 50°-90°, and the trailing edge of the horizontal tail tilts downward by 70°-110°.

6. The distributed power induced lift twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: When the vertical take-off and landing aircraft is in a short-distance take-off and landing state, the trailing edge of the induction wing tilts downward by 10°-50°, and the horizontal tail is arranged horizontally.

7. The distributed power induced lift twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: The vertical distance between the induced wing and the main wing is greater than the radius of the distributed electric drive propeller.

8. The distributed power induced lift twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: The chord length and span length of the main wing are not less than the chord length and span length of the induced wing, respectively.

9. The distributed power induced lift twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: The leading edge of the induced wing on each side is provided with a plurality of electrically driven propellers distributed at equal intervals, and the distributed electrically driven propellers are located above a position of the main wing close to the trailing edge.

10. The distributed power induced lift twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: The induction wing and the horizontal tail are rotationally connected to the fuselage and the vertical tail through an induction wing rotating shaft and a horizontal tail rotating shaft respectively. The induction wing rotating shaft and the horizontal tail rotating shaft are respectively located at positions of the induction wing and the horizontal tail close to the leading edge.

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