Vertical take-off and landing aircraft configuration and vertical take-off and landing aircraft

Abstract

The invention relates to a vertical take-off and landing aircraft configuration and a vertical take-off and landing aircraft, belongs to the technical field of aircrafts, solves the problems existing in the current vertical take-off and landing aircraft configuration, comprises a fuselage provided with at least one propelling device, and is characterized in that a front fixed wing is arranged at the front end of the fuselage, and a rear fixed wing is arranged at the tail end of the fuselage; the front fixed wings and the rear fixed wings are arranged in a staggered mode, the rear fixed wings are higher than the front fixed wings, the front fixed wing parts on the two sides of the fuselage are connected with at least one rotor wing mechanism, each rotor wing mechanism comprises a longitudinal arm fixed to the corresponding front fixed wing, the longitudinal arms are fixed to the rear fixed wings through vertical wings, and each longitudinal arm is provided with at least one lifting device. By the adoption of the structure, the occupied space of the vertical take-off and landing aircraft is reduced, and the applicability is higher.

Description

Technical Field

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

[0002] The statements herein merely provide background information related to the present invention and do not necessarily constitute prior art.

[0003] The configuration of urban electric eVTOL (vertical take-off and landing vehicle) is generally pure rotor, and rarely includes fixed-wing, because fixed-wing aircraft cannot meet the requirements of vertical take-off and landing, but rotors also have the problem of low efficiency.

[0004] In recent years, eVTOL has had a small number of composite wing configurations, that is, models that include both fixed wings and rotors, which can take into account both vertical take-off and landing and cruise flight efficiency. The composite model using fixed wings and rotors has a long wingspan and occupies a large left and right space. The composite wing structure requires a tail wing, which occupies a large front and rear space. For example, patent CN202410541184.6 discloses a flying vehicle and a control method for a flying vehicle. The aircraft is a single fixed wing and a separate tail wing structure with four longitudinal arms, namely two inner longitudinal arms and two outer longitudinal arms. The tail wing spans the two inner longitudinal arms and the longitudinal arms have propellers on them. The vertical tail spans the two longitudinal arms and has relatively weak rigidity. Patent CN202311751035.4 discloses a coaxial composite wing electric vertical take-off and landing aircraft with a separate vertical tail wing. In the above two patent technical solutions, the load-bearing capacity of the aircraft is directly related to the wingspan length of the fixed wing. Using only one fixed wing will result in a large lateral width. The independent tail wing will increase the longitudinal length, which causes the entire eVTOL to occupy a large space, which is limited to cities, especially large cities where land costs are relatively expensive. Summary of the invention

[0005] In view of the deficiencies in the prior art, the purpose of the present invention is to provide a vertical take-off and landing aircraft configuration and a vertical take-off and landing aircraft, which improve the load-bearing capacity of the aircraft without increasing the space occupied by the aircraft, thereby improving the applicability of the aircraft.

[0006] In order to achieve the above object, the present invention is implemented through the following technical solutions:

[0007] In the first aspect, an embodiment of the present invention provides a vertical take-off and landing aircraft configuration, including a fuselage, the fuselage is provided with at least one propulsion device, a front fixed wing is provided at the front end of the fuselage, and a rear fixed wing is provided at the tail end. The front fixed wing and the rear fixed wing are staggered along the length direction of the fuselage and in the vertical direction. The height of the rear fixed wing is higher than that of the front fixed wing. The front fixed wing parts on both sides of the fuselage are connected to at least one rotor mechanism, and the rotor mechanism includes a longitudinal arm fixed to the front fixed wing, the longitudinal arm is fixed to the rear fixed wing through a vertical wing, and the longitudinal arm is provided with at least one lifting device.

[0008] Optionally, along the length direction of the fuselage, the distance between the edges of the front fixed wing and the rear fixed wing that are away from each other is not greater than the length of the fuselage, the front fixed wing is installed on the inner side of the front end of the fuselage, and the rear fixed wing is installed on the inner side of the tail end of the fuselage so that the front fixed wing and the rear fixed wing do not protrude from the fuselage.

[0009] Optionally, a lifting device is provided at the front end and the rear end of each longitudinal arm, and at least one lifting device is provided at a portion of the longitudinal arm between the front fixed wing and the rear fixed wing.

[0010] Optionally, the lifting device is located above or below the trailing arm.

[0011] Optionally, the rotor mechanisms on both sides of the fuselage are arranged symmetrically relative to the fuselage.

[0012] Optionally, the front fixed wing parts on both sides of the fuselage are connected to multiple rotor mechanisms, and the longitudinal arms of all rotor mechanisms are fixedly connected to the rear fixed wings through vertical wings.

[0013] Optionally, the propulsion device is arranged at the tail end of the fuselage.

[0014] Optionally, ends of the front fixed wing and / or the rear fixed wing are folded upward to form wing tips.

[0015] Optionally, the height difference between the rear fixed wing and the front fixed wing is greater than the maximum width of the front fixed wing.

[0016] Optionally, the rear fixed wing is arranged above the tail end of the fuselage, and a vertical tail is provided at the tail end of the fuselage, and the top end of the vertical tail is fixedly connected to the middle position of the rear fixed wing.

[0017] In a second aspect, an embodiment of the present invention provides a vertical take-off and landing aircraft, which is provided with the vertical take-off and landing aircraft configuration described in the first aspect.

[0018] The beneficial effects of the present invention are as follows:

[0019] 1. The vertical take-off and landing aircraft configuration of the present invention has a front fixed wing at the front end of the fuselage and a rear fixed wing at the rear end of the fuselage. Through the arrangement of the two fixed wings, compared with the aircraft of the traditional configuration, under the same load condition, the wingspan of the fixed wing is greatly reduced, thereby greatly reducing the width of the entire aircraft. Through the arrangement of the rear fixed wing and the vertical wing, the tail wing of the original aircraft is replaced, and there is no need to arrange a tail wing at the rear of the fuselage, thereby reducing the length of the entire aircraft, so that the aircraft does not increase the occupied space compared with the existing aircraft while improving the load-bearing capacity, thereby improving the applicability of the aircraft to application scenarios.

[0020] 2. The vertical take-off and landing aircraft configuration of the present invention has a larger vertical tail control area through the setting of the vertical wing, which increases the maneuverability of the aircraft. At the same time, the longitudinal arm is connected to the rear fixed wing through the vertical wing, and the rear fixed wing is connected to the fuselage, thereby increasing the lateral stiffness of the longitudinal arm.

[0021] 3. In the configuration of the vertical take-off and landing aircraft of the present invention, the front fixed wing parts on both sides of the fuselage are connected to multiple rotor mechanisms, the longitudinal arms of all rotor mechanisms are fixedly connected to the rear fixed wings through vertical wings, and the rear fixed wings are fixed to multiple vertical wings. Compared with the traditional tail structure, the rear fixed wings are fixedly connected to the fuselage, thereby reducing the span between the vertical tails and greatly increasing the rigidity of the tail structure formed by the rear fixed wings and the vertical wings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings in the specification, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0023] Figure 1 It is a schematic diagram of the overall structure of Embodiment 1 of the present invention;

[0024] Figure 2 is a top view of the overall structure of Example 1 of the present invention;

[0025] Figure 3 This is a front view of the overall structure of Example 1 of the present invention;

[0026] Figure 4 This is a front view of the overall structure of Example 2 of the present invention;

[0027] Among them, 1. Fuselage, 2. Front fixed wing, 3. Rear fixed wing, 4. Outer longitudinal arm, 5. Inner longitudinal arm, 6. Outer vertical wing, 7. Inner vertical wing, 8. Vertical tail, 9. Lifting device, 10. Propulsion device. DETAILED DESCRIPTION

[0028] For the convenience of description, if the words "upper" and "lower" appear in the present invention, they only indicate that they are consistent with the upper and lower directions of the drawings themselves, and do not limit the structure. They are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention.

[0029] Example 1

[0030] This embodiment provides a vertical take-off and landing aircraft configuration, such as Figure 1-Figure 3 The invention shows a fuselage 1, wherein a front fixed wing 2 is arranged at the front end of the fuselage 1, and a rear fixed wing 3 is arranged at the tail end of the fuselage 1. The middle position of the front fixed wing 2 is vertically fixed to the front end of the fuselage 1, and the rear fixed wing 3 is also vertically arranged with the fuselage 1. In this embodiment, the front fixed wing 2 is fixed to the top surface of the front end of the fuselage 1 and is located on the inner side of the front end surface of the fuselage. The rear fixed wing 3 is staggered with the front fixed wing 2. The height of the rear fixed wing 3 is higher than that of the front fixed wing 2. Therefore, the rear fixed wing 3 is located above the tail end of the fuselage 1 and is located on the inner side of the tail end surface of the fuselage 1. The middle position of the rear fixed wing 3 corresponds to the tail end position of the fuselage 1. The front fixed wing 2 and the rear fixed wing 3 both adopt a horizontally arranged long strip plate structure. The size of the fuselage 1 can adopt the fuselage size of an existing vertical take-off and landing aircraft, for example, the fuselage size of a vertical take-off and landing aircraft disclosed in patent CN202410541184.6 or the fuselage size of a vertical take-off and landing aircraft disclosed in patent CN202410541184.6 or the fuselage size of a vertical take-off and landing aircraft disclosed in patent CN202410541184.6. According to the fuselage size of the vertical take-off and landing aircraft disclosed in CN202311751035.4, the fixed wing of the current existing vertical take-off and landing aircraft is connected to the middle position of the fuselage. The front fixed wing 2 in this embodiment is equivalent to the fixed wing of the traditional vertical take-off and landing aircraft, which is moved toward the front end of the fuselage by half the length of the fuselage 1, and then the rear fixed wing 3 is fixed to the tail end of the fuselage 1. The distance between the edges of the front fixed wing 2 and the rear fixed wing 3 that are away from each other is not greater than the length of the fuselage 1, so that along the length direction of the fuselage 1, the front fixed wing 2 and the rear fixed wing 3 will not protrude from the fuselage 1, and the length direction size of the fuselage 1 will not be increased. At the same time, due to the provision of the front fixed wing 2 and the rear fixed wing 3, a double fixed wing is adopted. Compared with the aircraft of the traditional configuration, under the same load condition, the wingspan of the fixed wing is greatly reduced, and the space occupied by the aircraft in the width direction is reduced.

[0031] At least one rotor mechanism is fixed to the bottom surface of the front fixed wing parts on both sides of the fuselage 1. In this embodiment, multiple rotor mechanisms are fixed to the bottom surfaces of the front fixed wing parts on both sides of the fuselage. The multiple rotor mechanisms are parallel to each other and to the center line of the fuselage. In order to ensure attitude stability during vertical lift, the rotor mechanisms on both sides of the fuselage are symmetrically arranged relative to the center line of the fuselage.

[0032] Preferably, two rotor mechanisms are provided on each side of the fuselage, and the rotor mechanisms include longitudinal arms, on which a plurality of lifting devices are provided.

[0033] In this embodiment, the longitudinal arm of the rotor mechanism located on the outside is the outer longitudinal arm 4 , and the longitudinal arm located on the inside is the inner longitudinal arm 5 .

[0034] An outer vertical wing 6 is provided between the outer longitudinal arm 4 and the rear fixed wing 3 , the top end of the outer vertical wing 6 is vertically fixed to the end of the rear fixed wing 3 , and the bottom end of the outer vertical wing 6 is fixed to the outer longitudinal arm 4 .

[0035] An inner vertical wing 7 is provided between the inner longitudinal arm 5 and the rear fixed wing 3 , the bottom end of the inner vertical wing 7 is fixed to the inner longitudinal arm 5 , and the top end of the inner vertical wing 7 is vertically fixed to the bottom surface of the rear fixed wing 3 .

[0036] Furthermore, a vertical tail 8 is provided between the tail end of the fuselage 1 and the middle position of the bottom surface of the rear fixed wing 3 , the bottom end of the vertical tail 8 is fixed to the tail end of the fuselage 1 , and the top end is vertically fixed to the middle position of the bottom surface of the rear fixed wing 3 .

[0037] Furthermore, the lengths of the bottom ends of the outer vertical wing 6, the inner vertical wing 7 and the vertical tail 8 are all greater than the lengths of the top ends, which is beneficial to reducing airflow resistance.

[0038] The longitudinal arms are each provided with at least one lifting device 9, and the lifting device 9 is used to drive the aircraft to vertically rise or land.

[0039] The lifting device 9 adopts the existing propeller lifting device, which has a propeller and a driving mechanism for driving the propeller to rotate. The existing technology can be used, and its specific structure will not be described in detail here. The propeller is arranged above or below the longitudinal arm, and the technicians in this field can set it according to actual needs. In this embodiment, the propeller will be arranged below the longitudinal arm.

[0040] In this embodiment, a plurality of lifting devices 9 are provided on each longitudinal arm, a lifting device 9 is provided at the front end and the rear end of the longitudinal arm, and at least one lifting device 9 is provided at the longitudinal arm portion between the front fixed wing 2 and the rear fixed wing 3 .

[0041] Preferably, three lifting devices 9 are provided on the longitudinal arm, a lifting device 9 is provided at the front end of the longitudinal arm, a lifting device 9 is provided at the tail end of the longitudinal arm, and a lifting device 9 is provided on the longitudinal arm between the front fixed wing 2 and the rear fixed wing 3.

[0042] The rear fixed wing 3, the vertical tail 8, the outer vertical wing 6 and the inner vertical wing 7 together constitute a tail structure, eliminating the need to separately set a tail structure at the rear of the fuselage 1, thereby reducing the size of the entire aircraft in the length direction.

[0043] The vertical take-off and landing aircraft configuration of this embodiment is as follows:

[0044] On the one hand, the front end of the fuselage 1 is provided with a front fixed wing 2, and the rear end of the fuselage 1 is provided with a rear fixed wing 3, and along the length direction of the fuselage 1, the distance between the front fixed wing 2 and the rear fixed wing 3 away from each other is not greater than the length of the fuselage 1, which can be improved on the basis of the existing vertical take-off and landing aircraft fuselage without increasing the length of the entire aircraft. Moreover, through the arrangement of two fixed wings, under the same load condition, the width of the aircraft of this embodiment is greatly reduced compared with the width of the aircraft of the traditional configuration. For example, if the wingspan of the front fixed wing 2 and the rear fixed wing 3 are similar, then the lateral width of the entire aircraft is approximately reduced by half relative to the aircraft of the traditional configuration. Through the arrangement of the rear fixed wing 3 and the vertical wing, the tail of the original aircraft is replaced, and there is no need to arrange the tail at the tail of the fuselage, which reduces the length of the entire aircraft, so that the aircraft does not increase the occupied space relative to the existing aircraft while improving the load-bearing capacity, thereby improving the applicability of the aircraft.

[0045] On the other hand: through the arrangement of the outer vertical wing 6 and the inner vertical wing 5, on the one hand, a larger vertical tail control area is provided, which increases the maneuverability of the aircraft. At the same time, the longitudinal arm is connected to the rear fixed wing 3 through the vertical wing, which increases the lateral stiffness of the longitudinal arm. At the same time, through the arrangement of the inner vertical wing 5, compared with the traditional tail structure, the span between the vertical tails is reduced, and the stiffness of the tail structure formed by the rear fixed wing 3 and the vertical wing is greatly increased.

[0046] In this embodiment, the front fixed wing 2 and the rear fixed wing 3 are staggered, and the height of the rear fixed wing 3 is higher than that of the front fixed wing 2. The height difference between the rear fixed wing 3 and the front fixed wing 2 is greater than the maximum width of the front fixed wing 2, that is, greater than the chord length of the front fixed wing 2. This arrangement avoids the air flowing through the front fixed wing 2 during flight from affecting the aerodynamics of the rear fixed wing 3.

[0047] In this embodiment, the wingspan of the front fixed wing 2 is greater than the wingspan of the rear fixed wing 3, and the ratio of the wingspan difference between the front fixed wing 2 and the rear fixed wing 3 to the front fixed wing is less than 20%. It is understandable that the wingspan of the front fixed wing 2 may also be less than or equal to the wingspan of the rear fixed wing, and those skilled in the art may set it according to actual needs.

[0048] In this embodiment, the ends of the front fixed wing 2 and / or the rear fixed wing 3 are folded upward to form wing tips. Preferably, the ends of the front fixed wing 2 are folded upward to form wing tips, which can reduce the formation of wingtip vortices during forward flight and increase efficiency during forward flight.

[0049] The fuselage 1 is provided with at least one propulsion device 10. In the present embodiment, the propulsion device 10 is arranged at the tail end of the fuselage 1. Since the rear fixed wing 3 and the propulsion device 10 are staggered, the rear fixed wing 3 will not affect the operation of the propulsion device 10. Therefore, the propulsion device 10 can adopt the existing propeller propulsion device. The equipment cost is low and the manufacturing is convenient. The propeller propulsion device can adopt the existing equipment, and its specific structure will not be described in detail here.

[0050] Example 2

[0051] like Figure 4 As shown, the example provides a vertical take-off and landing aircraft configuration. Compared with Example 1, the front fixed wing is fixed at the lower position of the front end of the fuselage, the rear fixed wing is directly fixed at the tail end of the fuselage, the height of the rear fixed wing is higher than the height of the front fixed wing, a vertical wing is provided between the rear fixed wing and the longitudinal arm, and no vertical tail is provided between the fuselage and the rear fixed wing, and the propeller of the lifting device is located above the longitudinal arm.

[0052] The rest of the structure of this embodiment is the same as that of Embodiment 1 and will not be described again here.

[0053] Example 3

[0054] This embodiment provides a vertical take-off and landing aircraft, which adopts the vertical take-off and landing aircraft configuration described in Example 1 or Example 2. The remaining structure of the vertical take-off and landing aircraft can adopt the existing technology and will not be described in detail here.

[0055] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vertical take-off and landing aircraft configuration, comprising a fuselage, the fuselage being provided with at least one propulsion device, characterized in that: A front fixed wing is provided at the front end of the fuselage, and a rear fixed wing is provided at the tail end. The front fixed wing and the rear fixed wing are staggered in the vertical direction, and the height of the rear fixed wing is higher than that of the front fixed wing. The front fixed wing parts on both sides of the fuselage are connected to at least one rotor mechanism, and the rotor mechanism includes a longitudinal arm fixed to the front fixed wing, and the longitudinal arm is fixed to the rear fixed wing through a vertical wing, and the longitudinal arm is provided with at least one lifting device.

2. A vertical take-off and landing aircraft configuration according to claim 1, characterized in that: Along the length direction of the fuselage, the distance between the edges of the front fixed wing and the rear fixed wing that are away from each other is not greater than the length of the fuselage. The front fixed wing is installed on the inner side of the front end surface of the fuselage, and the rear fixed wing is installed on the inner side of the rear end surface of the fuselage so that the front fixed wing and the rear fixed wing will not protrude from the fuselage.

3. A vertical take-off and landing aircraft configuration as claimed in claim 1, characterized in that: A lifting device is provided at the front end and the rear end of each longitudinal arm, and at least one lifting device is provided at a portion of the longitudinal arm between the front fixed wing and the rear fixed wing.

4. A vertical take-off and landing aircraft configuration as claimed in claim 1, characterized in that: The lifting device is located above or below the trailing arm.

5. A vertical take-off and landing aircraft configuration as claimed in claim 1, characterized in that: The rotor mechanisms on both sides of the fuselage are symmetrically arranged relative to the fuselage.

6. A vertical take-off and landing aircraft configuration as claimed in claim 1, characterized in that: The front fixed wing parts on both sides of the fuselage are connected to multiple rotor mechanisms, and the longitudinal arms of all rotor mechanisms are fixedly connected to the rear fixed wings through vertical wings.

7. A vertical take-off and landing aircraft configuration as claimed in claim 1, characterized in that: The propulsion device is arranged at the tail end of the fuselage.

8. A vertical take-off and landing aircraft configuration as claimed in claim 1, characterized in that: The height difference between the rear fixed wing and the front fixed wing is greater than the maximum width of the front fixed wing.

9. A vertical take-off and landing aircraft configuration as claimed in claim 1, characterized in that: The rear fixed wing is arranged above the tail end of the fuselage. The tail end of the fuselage is provided with a vertical tail, and the top end of the vertical tail is fixedly connected to the middle position of the rear fixed wing.

10. A vertical take-off and landing aircraft, characterized in that: A vertical take-off and landing aircraft configuration as described in any one of claims 1-9 is provided.

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