Tailstock type manned aircraft

Abstract

The invention discloses a tailstock type manned aircraft, and relates to the technical field of aircrafts, the tailstock type manned aircraft comprises an aircraft body, tiltable propeller systems and walking wheel systems, the belly of the aircraft body is provided with a cab for standing operation, wings are symmetrically provided with two pairs of tiltable propeller systems, and the tail is provided with the walking wheel systems. A control system is arranged in the cab and can control the tilting angle of a propeller in the tilting propeller system and the trend of the walking wheel system. According to the tailstock type manned aircraft, the tilting front propeller and the tilting rear propeller are arranged at the same time, the lifting ailerons serve as regulation and control mechanisms, the control capacity of the aircraft in the hovering stage and the transition stage is enhanced, the wind resistance and the stable transition capacity of the aircraft can be enhanced, and the overall structure is simple, the flight efficiency is high, and the control capacity is high.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a tail-seat manned aircraft. Background Art

[0002] Conventional aerodynamic aircraft can be divided into two categories: fixed-wing aircraft and rotary-wing aircraft. Fixed-wing aircraft have the advantages of high flight speed, long range, low noise, and large load, but they also have the disadvantages of high take-off and landing costs and limited application areas. Rotary-wing aircraft have the characteristics of vertical take-off and landing and hovering in the air, but they also have the disadvantages of short range and small load. Vertical take-off and landing fixed-wing aircraft can take off and land vertically like helicopters, and can rely on the lift generated by the wings to maintain forward flight. The vertical take-off and landing part allows the aircraft to hover and take off and land without a runway, and the fixed-wing part allows the aircraft to have high aerodynamic efficiency, high speed, and long flight time when flying forward. Vertical take-off and landing fixed-wing aircraft not only avoids the shortcomings of rotary-wing aircraft and fixed-wing aircraft, but also has the advantages of both. Whether in military surveillance and reconnaissance, or civilian forest disaster prevention, traffic management, and power inspection, it has potential, which makes it a hot research field in the world today. As a type of vertical take-off and landing fixed-wing aircraft, the tail-seat aircraft has three typical modes, namely vertical take-off and landing mode, level flight mode and the transition process between these two modes. The aircraft takes off vertically, and during flight, the aircraft generates a pitching moment through the rudder and other means to tilt the fuselage, converting the vertical take-off and landing into horizontal flight. When landing, the fuselage is tilted back in the opposite direction and lands vertically. The overall structure of the tail-seat aircraft is simple and has less additional weight.

[0003] The manned tail-seat aircraft developed by the US Army in the early days was not put into practical use at that time due to the limited vision of the pilot and the difficulty of control. With the development of aircraft technology, tail-seat aircraft have returned to people's vision. A large number of studies have focused on tail-seat aircraft, but there are relatively few studies on tail-seat manned aircraft. The unique fuselage tilting method of tail-seat aircraft also brings many technical difficulties. The transition of tail-seat aircraft (i.e., the transition between vertical take-off and landing state and level flight state) can be completed by aileron deflection, slipstream rudder deflection, and ducted propulsion device differential. If only the rudder deflection is relied on, the control torque is limited. The ducted propulsion device differential will bring about a torque rotating around the x-axis, causing the coupling of longitudinal and lateral control; the control torque during the transition process is insufficient, the control margin is limited after being disturbed, and the vertical take-off section has a large windward area, which is easily disturbed and has poor wind resistance. Summary of the invention

[0004] The purpose of the present invention is to provide a tail-seat manned aircraft to solve the problems existing in the above-mentioned prior art, so that the aircraft has enhanced controllability in the pitch direction, wind resistance and stable transition ability.

[0005] To achieve the above object, the present invention provides the following solutions:

[0006] The present invention provides a tail-seat manned aircraft, comprising an aircraft body, a tiltable propeller system and a running wheel system, wherein a cockpit for standing operation is arranged on the belly of the aircraft body, two pairs of the tiltable propeller systems are symmetrically arranged on the wings, and the running wheel system is arranged on the tail, and a control system is arranged in the cockpit, and the control system can control the tilt angle of the propeller in the tiltable propeller system and the direction of the running wheel system.

[0007] Preferably, the aircraft body includes a fuselage, wings and a cockpit, the cockpit is provided on the belly of the fuselage, the wings are connected to both sides of the fuselage, straps and operating levers for fixing the pilot are provided in the cockpit, and a transparent door is provided on the cockpit.

[0008] Preferably, the wing includes a middle wing and an outer wing, one end of the middle wing is fixedly connected to the fuselage, and the other end is plugged into the outer wing, there is a support seat on the leading edge and trailing edge of the middle wing respectively, the support seat is used to install the tiltable propeller system, and the trailing edge of the outer wing is movably provided with an elevator aileron.

[0009] Preferably, a vertical tail is provided at the tail of the fuselage, and a rear strut is provided on the vertical tail; a ventral fin is provided at the trailing edge of each of the two middle wings, and the ventral fin is located on the inner side of the support seat to prevent the driver's limbs from accidentally touching the propeller in the tiltable propeller system; a wingtip strut is provided at the end of the outer wing.

[0010] Preferably, a parachute compartment is provided at the front end of the fuselage, and a nose ejection parachute is provided in the parachute compartment.

[0011] Preferably, the running wheel system includes a running wheel driven by a wheel motor, a shock absorber and a somatosensory control module, the two running wheels are symmetrically arranged at the tail of the fuselage through a shock absorber respectively, and a somatosensory control module is arranged on the pedal of the cockpit, and the somatosensory control module is used to sense the driver's driving posture information, and then control the rotation speed and direction of the running wheel.

[0012] Preferably, the running wheel system further comprises a nose forced landing wheel, and the nose forced landing wheel is arranged below the nose fairing of the fuselage.

[0013] Preferably, the shock absorber comprises a connecting rod and a shock absorbing spring, the two connecting rods are hinged to the fuselage and the running wheels in parallel, and the shock absorbing spring is connected between the fuselage and the running wheels.

[0014] Preferably, the tiltable propeller system includes a support seat, a tilt servo, a motor and a propeller, the support seat is symmetrically arranged on the leading edge and the trailing edge of the wing, each of the support seats is connected to a tilt servo, and the tilt servo is connected to the motor and the propeller in sequence, and the swing direction of the tilt servo is perpendicular to the plane where the wing is located.

[0015] Preferably, the support seat on the same side of the wing is parallel to the axis of the aircraft body, the swing angle of the tilting servo is ±90°, and the tilting servo and the motor are both connected to the control system of the cockpit.

[0016] Compared with the prior art, the present invention has achieved the following technical effects:

[0017] The tail-seat manned aircraft of the present invention enhances the controllability of the aircraft in the pitch direction by simultaneously arranging tiltable front and rear propellers and elevator ailerons as pitch control mechanisms, which is beneficial to enhancing the wind resistance and stable transition capabilities of the aircraft. The overall structure is simple, the flight efficiency is high, and the controllability is strong. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1 The structure of the tail-seat manned aircraft in the embodiment of the present invention is shown in FIG. Figure 1 ;

[0020] Figure 2 The structure of the tail-seat manned aircraft in the embodiment of the present invention is shown in FIG. Figure 2 ;

[0021] Figure 3 It is a schematic diagram of the partial structure of the tail-seat manned aircraft in an embodiment of the present invention;

[0022] In the figure: 1-fuselage, 2-middle wing, 3-outer wing, 4-elevon, 5-ventral fin, 6-support seat, 7-tilt servo, 8-motor, 9-propeller, 10-nose emergency landing wheel, 11-parachute compartment, 12-strap, 13-operating lever, 14-vertical tail, 15-rear support rod, 16-wingtip support rod, 17-pedal, 18-traveling wheel, 19-shock absorber, 20-wheel motor, 21-motion control module. DETAILED DESCRIPTION

[0023] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0024] The purpose of the present invention is to provide a tail-seat manned aircraft to solve the problems existing in the prior art and to enhance the aircraft's controllability in the pitch direction, wind resistance and stable transition capabilities.

[0025] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0026] like Figures 1 to 3 As shown, in this embodiment, a tail-seat manned aircraft is provided, including an aircraft body, a tiltable propeller 9 system and a running wheel system. The belly of the aircraft body is provided with a cockpit for standing operation, two pairs of tiltable propeller 9 systems are symmetrically provided on the wings, and a running wheel system is provided at the tail. A control system is provided in the cockpit, and the control system can control the tilt angle of the propeller 9 in the tiltable propeller 9 system and the direction of the running wheel system. In this embodiment, the pilot is fixed on the belly of the aircraft in a standing posture, wearing a limited helmet. The pilot is in a standing posture during the vertical take-off and landing stage, and in a prone posture during the horizontal flight stage. Whether in the vertical take-off and landing stage, the transition stage or the horizontal flight stage, the pilot's vision in front and below is not restricted. The manned form selects a simple strap 12 type, and the feet are stepped on the pedal 17, which can reduce the weight of the structure; the running wheel system is used for the aircraft to taxi on the ground during the take-off and landing stages, and can also change the direction of movement of the aircraft.

[0027] As an optional solution, the aircraft body in this embodiment includes a fuselage 1, wings and a cockpit, the belly of the fuselage 1 is provided with a cockpit, the wings are connected to both sides of the fuselage 1, the cockpit is provided with straps 12 and operating rods 13 for fixing the driver, and a transparent door is provided on the cockpit, preferably a transparent glass door is used for the door, and the operating rods are arranged on both sides of the human body for easy control of the aircraft. In this embodiment, the flying wing layout increases the lift area through the wing-body fusion design, and the smooth transition of the wing-body reduces the flight resistance, bringing high aerodynamic efficiency; the driver is located in the belly of the tail-seat aircraft, and the driver's vision in front and below will not be blocked whether in vertical flight, horizontal flight or the transition flight stage between the two, which can make the vertical take-off stage and the vertical landing stage have a wide field of vision.

[0028] As an optional solution, the wing in this embodiment includes a middle wing 2 and an outer wing 3, one end of the middle wing 2 is fixedly connected to the fuselage 1, and the other end is plugged into the outer wing 3. The outer wing 3 is detachable, which can reduce the storage volume and facilitate storage and transportation. There is a support seat 6 on the leading edge and trailing edge of the middle wing 2, respectively, and the support seat 6 is used to install the tilting propeller 9 system. The trailing edges of the two outer wings 3 are movably (and symmetrically) provided with elevator ailerons 4 for the pitch control and roll control of the aircraft. In this embodiment, the connection between the fuselage 1 and the middle wing 2 adopts a wing-body fusion design, which is a tailless flying wing layout, so that the aircraft has better aerodynamic characteristics and a higher cruising speed, while having a simple structure, low weight, and low energy consumption. Among them, the fuselage 1, the middle wing 2 and the outer wing 3 of the aircraft are all non-solid structures, and beams, batteries, other aviation equipment, etc. can be placed inside them; in this embodiment, the deflection of the elevon 4 is a basic structure in the aircraft, and the elevon 4 can be driven to deflect upward or downward through the servo connecting rod, and the same-direction deflection plays the role of an elevator, and the reverse deflection plays the role of an aileron; it shares the function of providing a control torque with the tiltable propeller 9 system, has a strong controllable ability, and a section is extended at the wing tip to prevent the rear propeller 9 from rubbing the ground when tilting left or right.

[0029] As an optional solution, in this embodiment, a vertical tail 14 is provided at the tail of the fuselage 1, and a rear strut 15 is provided on the vertical tail 14; a ventral fin 5 is provided at the trailing edge of each of the two middle wings 2, and the ventral fin 5 is located on the inner side of the support seat 6 and can shield the wind force of the propeller 9 in the tilting propeller 9 system, preventing the driver's limbs from accidentally touching the propeller and preventing his feet from being hit by the propeller 9. The vertical tail 14 and the ventral fin 5 can also ensure the lateral heading stability of the aircraft; a wingtip strut 16 is provided at the end of the outer wing 3, which plays a role in protecting the rear propeller 9 when the fuselage tilts left or right. The fuselage 1 is provided with a vertical tail at the tail and a ventral fin 5 is provided below; a tail hook is provided at the end of the rear strut 15 of the vertical tail 14, which is tied to the ground when the aircraft is parked to play a fixing role and prevent it from falling backwards.

[0030] As an optional solution, in this embodiment, a parachute compartment 11 is provided at the front end of the fuselage 1, and a nose ejection parachute is provided in the parachute compartment 11, which can slow down the falling speed of the aircraft during an emergency landing and enable it to land safely on the sea or land.

[0031] As an optional solution, the running wheel system in this embodiment includes a running wheel 18 driven by a wheel motor 20, a shock absorber 19 and a somatosensory control module 21. The two running wheels 18 are symmetrically arranged at the tail of the fuselage 1 through a shock absorber 19 respectively. The somatosensory control module 21 is arranged on the pedal 17 of the cockpit. The somatosensory control module 21 is used to sense the attitude of the aircraft and the driving information of the driver, and then control the rotation speed of the two running wheels 18 to keep the aircraft stable and not tip over and to achieve functions such as forward, backward, and steering. The running wheel system in this embodiment is similar to the principle of a balance car. Through electronic components such as gyroscopes, acceleration sensors, and microprocessors, precise control of the driving direction and adjustment of the speed can be achieved, so that the driver can control the aircraft to easily drive on ordinary roads and achieve turning through differentials.

[0032] As an optional solution, the running wheel system in this embodiment also includes a nose forced landing wheel 10, which is arranged under the nose fairing of the fuselage 1 to facilitate sliding on the ground during emergency landing.

[0033] As an optional solution, the shock absorber 19 in this embodiment includes a connecting rod and a shock-absorbing spring. The two connecting rods are hinged in parallel on the fuselage 1 and the running wheel 18. A shock-absorbing spring is connected between the fuselage 1 and the running wheel 18 to enhance the obstacle crossing ability of the running wheel, so as to further improve the buffering and shock-absorbing effects.

[0034] As an optional solution, the tiltable propeller 9 system in this embodiment includes a support seat 6, a tilt servo 7, a motor 8 and a propeller 9. The support seats 6 are symmetrically arranged on the leading edge and the trailing edge of the wing. Each support seat 6 is connected to a tilt servo 7, and the tilt servo 7 is connected to the motor 8 and the propeller 9 in turn. The swing direction of the tilt servo 7 is perpendicular to the plane where the wing is located. In this embodiment, by simultaneously arranging a tiltable front propeller 9, a tiltable rear propeller 9 and an elevator aileron 4 as a pitch controller, the lift of the propeller 9 can be changed in direction, thereby enhancing the controllability in the pitch direction and achieving better wind resistance in the vertical take-off and landing mode; the arrangement of the four propellers 9 provides a strong power for the fuselage, and the arrangement of the tilt servo 7 enables the lift direction generated by the propeller 9 to be changed. The tilt servos 7 on the left and right sides tilt in the same direction to provide a pitch moment for the tilt of the fuselage 1, and tilt in the opposite direction to provide a rolling moment for the fuselage 1; the motors and propellers on the left and right wings rotate in opposite directions, and the blades rotating in opposite directions generate opposite rotational moments and offset each other to ensure flight stability.

[0035] As an optional solution, in this embodiment, the support seat 6 on the same side of the wing is collinearly arranged and parallel to the axis of the aircraft body, the swing angle of the tilting servo 7 is ±90°, and the tilting servo 7 and the motor 8 are connected to the control system of the cockpit. In this embodiment, four tilting servos 7 with axes in the x direction are respectively installed at the leading and trailing edges of the wing, which can be tilted at the same time or adjusted in pairs, greatly increasing the longitudinal control torque of the aircraft, so that the transition corridor of the tail-seat aircraft (the range of stable transition of the tail-seat aircraft, generally described by the relationship between the pitch angle and the speed) can be widened, the wind resistance and stable transition ability of the tail-seat aircraft are enhanced, and the flight range of the tail-seat aircraft is expanded, which is conducive to expanding its use scenarios.

[0036] The flight control of the aircraft in this embodiment has two working modes: vertical flight state and fixed-wing flight state:

[0037] When the aircraft is in vertical flight, the motor 8 drives the blades to generate an upward pulling force, so that the aircraft overcomes the gravity and vertically climbs or descends. The two tilting servos 7 of the aircraft deflect in the same direction. If they deflect forward at the same time, a control torque will be generated to make the aircraft lower its head and move forward at the same time. The two tilting servos 7 deflect in the opposite direction, which will generate a control torque to change the direction of the belly of the aircraft; the two elevons 4 of the aircraft deflect in the same direction. If they deflect upward at the same time, a control torque will be generated to make the aircraft raise its head. If the two elevons 4 deflect in the opposite direction, a control torque will be generated to change the direction of the belly of the aircraft.

[0038] When the aircraft is in fixed-wing flight, the motor 8 drives the blades to generate forward thrust, causing the aircraft to move forward. Air passes through the wing surface and generates upward lift, allowing the aircraft to overcome gravity and maintain flight. At this time, the control efficiency of the aircraft's aerodynamic control surfaces is improved, and the aircraft controls its attitude through the elevator ailerons 4.

[0039] The specific working mode of the tail-seat vertical take-off and landing aircraft with a flying wing layout in this embodiment is as follows:

[0040] The aircraft is placed in a manner that the landing gear touches the ground and the nose faces upward; the aircraft power supply is started and the flight controller is adjusted to a vertical flight state; the aircraft motor 8 is started, and the speed of the motor 8 is adjusted until the aircraft vertically leaves the ground and accelerates upward; the aircraft rises vertically to the flight state switching height and enters the flight state switching section, and the tilting steering gear 7 and the elevon 4 are adjusted to cause the aircraft to generate a nose-down moment, the vertical speed of the aircraft decreases, and the horizontal speed increases; the aircraft flight attitude is adjusted to horizontal flight, the flight controller is switched to the fixed-wing mode, and the aircraft enters the fixed-wing mode cruise section; the aircraft completes the fixed-wing mode flight mission and arrives near the landing ground, without the entire tilting steering gear 7 and the elevon 4, the aircraft generates a nose-up moment, the vertical speed of the aircraft increases, and the horizontal speed decreases; the aircraft flight attitude is adjusted to vertical flight, the flight controller is switched to the vertical take-off and landing mode, and the aircraft enters the vertical take-off and landing section; the aircraft motor 8 is adjusted to cause the aircraft to descend smoothly in the vertical direction until the landing gear touches the ground, the aircraft motor 8 is turned off, and the aircraft completes the landing.

[0041] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only used to help understand the method and core ideas of the present invention. At the same time, for those skilled in the art, according to the ideas of the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A tail-seat manned aircraft, characterized in that: The invention comprises an aircraft body, a tiltable propeller system and a running wheel system. The belly of the aircraft body is provided with a cockpit for standing operation, two pairs of the tiltable propeller systems are symmetrically provided on the wings, and the running wheel system is provided at the tail. A control system is provided in the cockpit, and the control system can control the tilt angle of the propeller in the tiltable propeller system and the direction of the running wheel system.

2. The tail-seat manned aircraft according to claim 1, characterized in that: The aircraft body comprises a fuselage, wings and a cockpit, the belly of the fuselage is provided with the cockpit, the wings are connected to both sides of the fuselage, straps and operating levers for fixing the driver are provided in the cockpit, and a transparent door is provided on the cockpit.

3. The tail-seat manned aircraft according to claim 2, characterized in that: The wing includes a middle wing and an outer wing, one end of the middle wing is fixedly connected to the fuselage, and the other end is plugged into the outer wing, a supporting seat is respectively provided on the leading edge and the trailing edge of the middle wing, and the supporting seat is used to install the tiltable propeller system, and an elevator aileron is movably provided on the trailing edge of the outer wing.

4. The tail-seat manned aircraft according to claim 3, characterized in that: A vertical tail is arranged at the tail of the fuselage, and a rear strut is arranged on the vertical tail; a ventral fin is arranged at the trailing edge of each of the two middle wings, and the ventral fin is located on the inner side of the support seat and can prevent the driver's limbs from accidentally touching the propeller in the tiltable propeller system; a wingtip strut is arranged at the end of the outer wing.

5. The tail-seat manned aircraft according to claim 2, characterized in that: A parachute compartment is arranged at the front end of the fuselage, and a nose ejection parachute is arranged in the parachute compartment.

6. The tail-seat manned aircraft according to claim 2, characterized in that: The running wheel system includes a running wheel driven by a wheel motor, a shock absorber and a somatosensory control module. The two running wheels are symmetrically arranged at the tail of the fuselage through a shock absorber respectively. The somatosensory control module is arranged on the pedal of the cockpit. The somatosensory control module is used to sense the driving posture information of the driver, and then control the rotation speed and direction of the running wheel.

7. The tail-seat manned aircraft according to claim 6, characterized in that: The running wheel system also includes a nose forced landing wheel, and the forced landing wheel is arranged below the nose fairing of the fuselage.

8. The tail-seat manned aircraft according to claim 6, characterized in that: The shock absorber comprises a connecting rod and a shock absorbing spring, the two connecting rods are hinged in parallel to the fuselage and the running wheel, and the shock absorbing spring is connected between the fuselage and the running wheel.

9. The tail-seat manned aircraft according to claim 1, characterized in that: The tiltable propeller system includes a support seat, a tilt servo, a motor and a propeller. The support seat is symmetrically arranged on the leading edge and the trailing edge of the wing. Each of the support seats is connected to a tilt servo, and the tilt servo is connected to the motor and the propeller in sequence. The swing direction of the tilt servo is perpendicular to the plane where the wing is located.

10. The tail-seat manned aircraft according to claim 9, characterized in that: The support seat on the same side of the wing is parallel to the axis of the aircraft body, the swing angle of the tilting servo is ±90°, and the tilting servo and the motor are both connected to the control system of the cockpit.

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