Separated hybrid lift high-speed aircraft

Abstract

The invention provides a separation type hybrid lift high-speed aircraft which comprises a fuselage and wings, vertical tails are symmetrically arranged on the upper portion and the lower portion of the tail of the fuselage respectively, the separation type hybrid lift high-speed aircraft further comprises four propelling power devices, the four propelling power devices are installed on the two wings and the two vertical tails respectively, the fuselage is a lift body fuselage, and the two wings and the two vertical tails are symmetrically arranged on the fuselage. The two sides of the fuselage and the wings are in smooth transition and are fused into a whole, and a wing body fusion body is formed. The aircraft has the beneficial effects that the wing body is combined with the fixed wing surface with the large lift-drag ratio and the propeller, stable transition and operation of the aircraft in the vertical take-off and landing stage and the forward flight stage are achieved to the maximum extent, the flight modes can be flexibly converted, vertical take-off and landing, hovering and forward flight are achieved, and the aircraft has a wide application prospect. And moreover, switching between a fixed wing mode and a rotor wing mode can be realized according to task requirements, so that the optimal flight efficiency and performance are realized.

Description

Technical Field

[0001] The invention belongs to the field of aircraft, and in particular relates to a separated hybrid lift high-speed aircraft. Background Art

[0002] Small high-speed aircraft have the advantages of small size, light weight, easy to carry, good concealment, strong flexibility, and fast flight speed. They have received great attention and high attention from countries around the world, and have become a cutting-edge scientific and technological topic that advanced countries are competing to study. In the military field, this type of aircraft can become a potential platform for tasks such as enemy reconnaissance, target strikes, surveillance, and indoor and outdoor target searches due to its flexibility in high-speed maneuvering flight. In the civilian field, it can meet the needs of speed racing. If equipped with various sensors, high-speed aircraft can complete important tasks such as high-speed aerial tracking, environmental monitoring and inspection, and disaster rescue and search.

[0003] Existing small high-speed aircraft mainly include fixed-wing or rotary-wing aircraft. Traditional fixed-wing aircraft have high speed and long range, but they cannot hover in the air, have limited take-off and landing sites, and have poor flexibility; rotary-wing aircraft do not have high requirements for take-off and landing sites and can hover at any time, but the forward flight movement through the tilt-rotor plane is slow, inefficient, and has a short endurance time. Summary of the invention

[0004] In view of this, in order to enable the aircraft to take into account both vertical take-off and landing and rapid forward flight, and to overcome the problems of short flight time, low flight efficiency, and inconvenient storage and carrying, the present invention proposes a separated hybrid lift high-speed aircraft.

[0005] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0006] A separated hybrid lift high-speed aircraft comprises a fuselage and wings, wherein a vertical tail is symmetrically arranged at the upper and lower parts of the tail of the fuselage, and further comprises four propulsion power devices, wherein the four propulsion power devices are respectively installed on two wings and two vertical tails.

[0007] Furthermore, the fuselage is a lifting body fuselage, and both sides of the fuselage smoothly transition with the wings and merge into one to form a wing-body fusion body.

[0008] Furthermore, each profile cross section of the wing-body fusion body perpendicular to the wingspan direction is a double convex airfoil, the leading edge point of the airfoil is the frontmost end, and the trailing edge point is the rearmost end;

[0009] When the coordinates of the leading edge point of the double convex airfoil are (0,0) and the coordinates of the trailing edge point are (1,0), the upper and lower surface data of the airfoil meet the data requirements of the standard values ​​in the following table:

[0010]

[0011] The distance from the leading edge to the trailing edge of each profile section is the chord length c of the profile section, measured in a direction parallel to the longitudinal axis of the fuselage;

[0012] The length of the central profile section of the wing-body fusion body along the longitudinal centerline is the maximum chord length C of the wing-body fusion body. MAX ; The wing-body fusion body is a line connecting the leading edge point and the trailing edge point of the central cross-sectional profile along the longitudinal center line.

[0013] The chord length c of each profile section and the maximum chord length C MAX The ratio between is the normalized chord length, at the centerline,

[0014] The central profile cross-section airfoil of the wing-body fusion body along the longitudinal centerline has upper and lower surface data of the standard values ​​of upper and lower surface data shown in the above table. MAX The upper and lower surface data of the profile section at other locations are standard values. times.

[0015] Furthermore, the vertical distance from the longitudinal centerline of the wing-body fusion to the tip of one wing is the maximum half-span length b / 2;

[0016] The ratio of the vertical distance d from the longitudinal centerline of the wing-body fusion to each of the profile sections to the maximum half-span length b / 2 is the normalized half span value of the corresponding profile section, at the centerline, At the end of the wing,

[0017] The reference plane P is perpendicular to the longitudinal centerline of the wing-body fusion body. The leading edge point of the central profile section coincident with the longitudinal centerline of the wing-body fusion body is located on the reference plane P. The vertical distance between the leading edge point of each profile section and the reference plane P is s. To standardize the leading edge, the leading edge point position of each profile section can be indicated;

[0018] The aircraft has a central cross section, the longitudinal centerline of the wing-body fusion body is located on the central cross section, the central cross section is perpendicular to the profile cross section, the trailing edge point of each profile cross section is located on the central cross section, and the ratio of the vertical height h of the leading edge point of each profile cross section to the central cross section and the chord length c of the current profile cross section is the standardized leading edge height It can indicate the height position of the leading edge point;

[0019] The standardized half span value is between 0 and 1, and each value corresponds to the profile section at that position. The standardized chord length, standardized leading edge, and standardized leading edge height of the corresponding profile section all meet the requirements of the following table:

[0020]

[0021] Furthermore, the propulsion power device includes a brushless motor and a propeller connected to the brushless motor, wherein a pair of propellers placed opposite to each other rotate clockwise, and the other pair rotates counterclockwise.

[0022] Furthermore, the vertical tail is installed at 68%-85% of the center chord length of the wing-body fusion body; a symmetrical airfoil with a relative thickness of 22%-26% is adopted; and the height is 0.9-1.1 times the diameter of the propeller;

[0023] The maximum half-span length is 1.3-1.4 times the propeller blade diameter.

[0024] Furthermore, the winglet has a standardized half-span value in the range of 0.7 to 1, and the twist angle of the winglet is negative.

[0025] Furthermore, a fairing is provided on the brushless motor, the fairing has a smooth transition with the wing, the taper of the fairing is 20°-30°, and a retractable motor heat dissipation air inlet with a retraction angle of 5° is provided at the front of the fairing;

[0026] It also includes a frame, which is located inside the fuselage, perpendicular to the profile section, and installed at 77%-78% of the center chord length of the fuselage, and the brushless motor is fixed on the frame;

[0027] The propeller is a hard three-blade propeller. The four propulsion power devices are located in the same horizontal plane, generating thrust along the axial direction of the nose. The minimum distance between them is 1.2-1.5 times the diameter of the propeller blade.

[0028] Furthermore, the aircraft is divided into a front part and a rear part, and the front part and the rear part are assembled through a plug-in slot and an electromagnetic lock.

[0029] Furthermore, the front part is also provided with a hood, and a camera is arranged inside the hood; it also includes an equipment compartment and a battery compartment arranged at the rear part, and reinforcing ribs are installed on the frame.

[0030] The advantages and positive effects of the present invention are:

[0031] 1. The present invention combines a wing-body fusion high lift-to-drag ratio fixed wing with a propeller, which maximizes the smooth transition and operation of the aircraft in the vertical take-off and landing stage and the forward flight stage, and can flexibly switch flight modes to achieve vertical take-off and landing, hovering and forward flight. It improves flight efficiency and saves energy; it can achieve efficient hovering and horizontal flight missions, not only can it perform vertical take-off and landing in narrow areas such as narrow alleys, rooftops or indoor places in cities, but also can switch between fixed-wing and rotary-wing modes according to mission requirements to achieve optimal flight efficiency and performance.

[0032] 2. The present invention ensures the smoothness of the entire aerodynamic shape through the integrated design of the wing and the lifting body fuselage, improves the aerodynamic efficiency during flight, and reduces the structural weight. A fuselage with a large lift-to-drag ratio and volume ratio is designed based on the lifting body configuration. Combined with the swept wing, it inherits the high-speed cruising and long endurance capabilities of fixed-wing aircraft, while overcoming the shortcomings of traditional fixed-wing aircraft in the take-off and landing stages. The aircraft can take into account both vertical take-off and landing and rapid forward flight, and overcome the problems of short endurance time and low flight efficiency.

[0033] 3. The present invention includes four propulsion devices, which rely on the speed difference between the rotors to achieve the attitude and position control of the aircraft. Compared with traditional tilt-rotor and helicopters, the control is efficient, the structure is simple, the reliability of the aircraft is improved, the maneuverability and stability are good, and the attitude control ability of the aircraft at low speed is enhanced. The tail-seat power layout with the engine installed at the tail of the aircraft effectively reduces the interference of structural components on the rotor slipstream and the generation of additional flight resistance.

[0034] 4. The present invention has designed a pluggable structure. The front shell of the aircraft can be disassembled and separated, making the structure compact and small in size, increasing the number of drones that can be contained in a single storage box, ensuring the characteristics of easy storage and carrying. The rear of the aircraft can independently perform flight missions and meet the flexibility requirements. Compared with the traditional integrated shell, the pluggable front can effectively protect the internal equipment, facilitate replacement and maintenance, and improve the efficiency of use. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] 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 or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0036] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0037] Figure 2 It is a front view of the present invention when the nose is facing upward;

[0038] Figure 3 is a schematic diagram of a double convex airfoil of the present invention;

[0039] Figure 4 is a schematic diagram of three different airfoils of the present invention;

[0040] Figure 5 It is the pressure cloud diagram of the present invention when there is no winglet;

[0041] Figure 6 It is a pressure cloud diagram of the present invention when a winglet is provided;

[0042] Figure 7 is a lift calculation comparison diagram of the present invention with and without winglets;

[0043] Figure 8 is a drag calculation comparison diagram of the present invention with and without winglets;

[0044] Fig. 9 is a cross-sectional view of a wing of the present invention;

[0045] Fig.10 is a schematic diagram of the front portion of the fuselage of the present invention;

[0046] Fig.11 is a schematic diagram of the rear fuselage of the present invention;

[0047] Fig.12 It is the initial shape pressure cloud diagram of the present invention;

[0048] Fig.13 It is the final shape pressure cloud diagram of the present invention;

[0049] Fig.14 It is an optimized comparison diagram of the initial shape and the final shape of the present invention.

[0050] In the figure:

[0051] 1. Fuselage 2. Wings 3. Vertical tail 4. Propulsion power unit

[0052] 41, propeller 42, fairing 5, frame 6, reinforcement rib

[0053] 7. Front 8. Rear DETAILED DESCRIPTION

[0054] 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. In the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0055] In the following description, many specific details are set forth to facilitate a full understanding of the present invention, but the present invention may also be implemented in other ways different from those described herein, and those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0056] Secondly, the present invention is described in detail with reference to schematic diagrams. When describing the embodiments of the present invention in detail, for the sake of convenience, the cross-sectional diagrams showing the structure of the device components will not be partially enlarged according to the general scale, and the schematic diagrams are only examples, which should not limit the scope of protection of the present invention. In addition, in actual production, the three-dimensional dimensions of length, width and height should be included.

[0057] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and 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 operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and the like are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first", "second", and the like may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0058] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood by specific circumstances.

[0059] like Figure 1 As shown, the present invention comprises a fuselage 1 and wings 2, wherein a vertical tail 3 is symmetrically arranged at the upper and lower parts of the tail of the fuselage, and further comprises four propulsion power devices 4, wherein the four propulsion power devices 4 are respectively installed on the two wings 2 and the two vertical tails 3.

[0060] The fuselage 1 is a lifting body fuselage, and both sides of the fuselage 1 smoothly transition to the wings 2 and are integrated into one to form a wing-body fusion body.

[0061] Each profile cross section of the wing-body fusion body perpendicular to the wingspan direction is a double convex airfoil, and the relative thickness of the double convex airfoil is in the range of 19%-22%;

[0062] The shape of the double convex airfoil is as follows Figure 3 As shown, assuming that the leading edge point A (the front end of the airfoil) of the double convex airfoil has a coordinate of (0,0), and the trailing edge point B (the rear end of the airfoil) has a coordinate of (1,0), the standard values ​​of the upper and lower surface data of the airfoil are shown in Table 1:

[0063]

[0064] Table 1 Standard values ​​of upper and lower surface data of airfoil

[0065] like Figure 2 As shown, the distance from the leading edge to the trailing edge of each profile section is the chord length c of the profile section, measured in a direction parallel to the longitudinal axis of the fuselage;

[0066] The length of the central profile section of the wing-body fusion body along the longitudinal centerline is the maximum chord length C of the wing-body fusion body. MAX ; The wing-body fusion body is a line connecting the leading edge point and the trailing edge point of the central cross-sectional profile along the longitudinal center line.

[0067] The chord length c of each profile section and the maximum chord length C MAX The ratio between is the normalized chord length, at the centerline,

[0068] The central profile section of the wing-body fusion body along the longitudinal centerline has upper and lower surface data of the standard values ​​of upper and lower surface data shown in Table 1. MAX The upper and lower surface data of the airfoil at other profile section positions are standard values. times.

[0069] The vertical distance from the longitudinal centerline of the wing-body fusion to the end of one wing is the maximum half-span length b / 2;

[0070] The ratio of the vertical distance d from the longitudinal centerline of the wing-body fusion to each of the profile sections to the maximum half-span length b / 2 is the normalized half span value of the corresponding profile section, at the centerline, At the end of the wing,

[0071] The reference plane P is perpendicular to the longitudinal centerline of the wing-body fusion body and coincides with the leading edge point C of the central profile section (e.g. Figure 2 ), located on the reference plane P, the vertical distance between the leading edge point of each profile section and the reference plane P is s, To standardize the leading edge, the leading edge point position of each profile section can be indicated;

[0072] The aircraft has a central cross section perpendicular to the profile section, the longitudinal centerline of the wing-body fusion body is located on the central cross section, the trailing edge point of each profile section is located on the central cross section, and the ratio of the vertical height h of the leading edge point of each profile section to the central cross section and the chord length c of the current profile section is the standardized leading edge height It can indicate the height position of the leading edge point;

[0073] The standardized half span value is between 0 and 1, and each value corresponds to the profile section at that position. The standardized chord length, standardized leading edge, and standardized leading edge height of the corresponding profile section all meet the requirements of Table 2:

[0074]

[0075]

[0076] Table 2 Correspondence between standardized half span value and standardized chord length, standardized leading edge and standardized leading edge height

[0077] like Figure 4 As shown, the three airfoils in the figure are the cross-sectional profiles of the standardized half-span values ​​of 0.9, 0.3, and 0, from small to large.

[0078] The aircraft can obtain good aerodynamic performance by selecting the values ​​in Table 1 and Table 2. Fig.12 , 13 As shown in Figures 14, by comparing the CFD analysis pressure cloud diagrams of the initial shape and the final shape, it can be concluded that the final shape after optimization has better lift performance.

[0079] The standardized half-span value is in the range of 0.7 to 1 for the winglet, and the twist angle of the winglet is negative. The CFD calculation of the model with winglets and the model without winglets under the same working condition of 5° attack angle shows that the model with winglets can effectively improve the lift-to-drag ratio of the aircraft, such as Figure 5 , 6 , 7, and 8.

[0080] The propulsion power device 4 includes a brushless motor and a propeller 41 connected to the brushless motor. The four brushless motors respectively control the rotation of the four propellers 41 to provide flight power for the aircraft, wherein a pair of propellers 41 placed opposite to each other rotate clockwise, and the other pair rotates counterclockwise. When the motors are hovering, the propellers rotate at the same speed and the torque is offset, thereby ensuring that the aircraft does not enter autospin. The torque in different directions is generated by the difference in motor speed, so that the aircraft has good longitudinal, lateral and heading maneuverability and stability.

[0081] The maximum half-span length b / 2 is 1.3-1.4 times the diameter of the propeller 41 blade; the maximum half-span length is the vertical distance from the longitudinal centerline of the wing-body fusion to the end of one wing.

[0082] A fairing 42 is provided on the brushless motor, and the fairing 42 has a smooth transition with the wing 2. The taper of the fairing 42 is 20°-30°, which can effectively improve the smoothness of the aircraft shape, effectively reduce aerodynamic drag and enhance flight stability. The front part of the fairing 42 is provided with a retractable motor heat dissipation air inlet with a retraction angle of 5°, which can effectively reduce the heat generated by the motor and improve the motor performance.

[0083] The vertical tail 3 is installed at 68%-85% of the chord length of the wing-body fusion body; a symmetrical airfoil with a relative thickness of 22%-26% is adopted; the height is 0.9-1.1 times the diameter of the propeller 41; the relative thickness refers to the ratio of the maximum thickness of the airfoil to the chord length, usually expressed as a percentage. The calculation formula of the relative thickness is: relative thickness = (maximum thickness / chord length) × 100%.

[0084] like Fig. 9 As shown, it also includes a carbon fiber frame 5, which is located inside the fuselage and is close to the inner wall of the fuselage. The frame is perpendicular to the profile section and is installed at 77%-78% of the center chord length of the fuselage. The brushless motor is fixed on the frame; reinforcing ribs 6 are added to the weak parts of the fuselage and wings to enhance the rigidity and strength of the entire aircraft, effectively ensuring aerodynamic efficiency and stability during flight. The cavity inside the wing can effectively place the line of the brushless motor and hide it in the wing structure.

[0085] The propeller 41 is a hard three-blade propeller. The four propulsion power devices 4 are located in the same horizontal plane, generating thrust along the axial direction of the nose. The minimum distance between them is 1.2-1.5 times the diameter of the propeller 41 blade.

[0086] like Figure 1 , 10As shown in 11, the aircraft is divided into a front part 7 and a rear part 8, and the front part 7 and the rear part 8 are assembled by means of an electromagnetic lock. The front part 7 and the rear part 8 have one groove and one protrusion respectively, and are precisely combined by means of a plug-in slot in which the groove matches the protrusion and are fixed by the electromagnetic lock, so that the front and rear parts of the aircraft are combined into a fused whole.

[0087] The front part is also provided with an organic hood, which is installed by buckles, and a rotating camera is arranged inside the hood. In addition to accommodating the camera device, the space of the hood can carry other equipment to achieve different purposes. For example, a sharp nose cone can be used to efficiently intercept illegal drones, explosives can be used to achieve reconnaissance, attack and blasting tasks, and digital high-definition cameras can be used to achieve high-mobility film and television shooting tasks. The hood ensures the integrity of the aerodynamic shape of the aircraft, effectively ensures flight efficiency, and improves flight endurance.

[0088] The equipment compartment and the battery compartment are located at the rear portion.

[0089] The invention comprises a rotor mode capable of vertical take-off and landing, a transition mode and a forward flight mode.

[0090] Before the aircraft takes off, the front and rear parts are assembled. During the vertical take-off and landing and hovering phase, the aircraft is in a vertical state with the longitudinal centerline of the wing-body fusion body. In this phase, the fixed lift wing surface (lifting body fuselage and swept wing) does not generate lift. Driven by four brushless motors, the propellers rotate to provide lift for the aircraft. As the speed gradually increases, the lift gradually increases, and the aircraft overcomes gravity to achieve vertical take-off. When the aircraft reaches the predetermined flight altitude, the propeller speed is adjusted so that the lift is equal to the aircraft's gravity to achieve hovering.

[0091] When the state is converted from hovering to forward flight, one pair of propulsion devices rotating in the same direction is controlled to increase the speed of one brushless motor to generate greater thrust, and the other brushless motor is controlled to reduce the rotation speed and reduce the thrust, thereby generating a nose-down moment, causing the entire aircraft to change pitch, and gradually tilting the aircraft attitude from the vertical direction to the horizontal direction. During the attitude conversion process, the other pair of propulsion devices will also increase the speed and increase the thrust to meet the thrust demand for offsetting gravity, so that the aircraft begins to fly forward. At the same time, the fuselage and the swept wing begin to provide lift for the aircraft under the action of the forward flight flow. As the pitch angle continues to decrease, the aircraft's angle of attack gradually decreases, the forward flight thrust gradually increases, and the aircraft's forward flight speed gradually increases until the lift provided by the lifting body fuselage and wings is equal to the aircraft's gravity, and the aircraft completes the conversion from hovering to forward flight and enters the forward flight stage. In the forward flight stage, the aircraft's gravity is balanced by the lifting body fuselage and wings, and the forward flight thrust is provided by the propeller, which reduces energy loss and improves flight speed and aerodynamic efficiency.

[0092] When the aircraft reaches the designated position, one of the pairs of propulsion devices rotating in the same direction is controlled to reduce the speed of one of the brushless motors to produce less thrust, and the other brushless motor is controlled to increase the rotation speed to increase the thrust, generating a nose-up torque, causing the entire aircraft to change pitch, and the aircraft attitude gradually tilts toward the vertical direction. As the pitch angle continues to increase, the forward flight thrust gradually decreases, and the combined force with the air resistance acts as a resistance to the forward flight of the aircraft. The forward flight speed of the aircraft gradually decreases until the aircraft attitude changes to the vertical direction. In this process, due to the reduction in the lift contribution of the lifting body fuselage and the swept wing, it is necessary to increase the speed of the other pair of propulsion devices synchronously to supplement the lift. During the landing phase, the vertical attitude of the aircraft is maintained unchanged, and the speed of the four propulsion devices is controlled to decrease, so that the lift is reduced to achieve vertical landing. When the aircraft lands on the ground, it is retracted, the rear part of the aircraft is separated from the front part of the aircraft, and it is put into the storage box.

[0093] The aircraft can realize the mutual conversion of the two states of the front and rear parts of the aircraft being connected and separated. The front and rear parts of the aircraft are assembled together before flight to complete the preparations before takeoff. During storage and transportation, the front and rear parts of the aircraft can be disassembled.

[0094] The present invention discloses a separated hybrid lift high-speed aircraft which uses a fixed wing surface and a propeller in combination, thereby maximizing the stable operation of the aircraft in the vertical take-off and landing stage and the forward flight stage, thereby improving the flight efficiency of the aircraft in the entire flight stage, ensuring that the UAV can take off and land vertically from land and smoothly transition between the hovering and forward flight stages, having good longitudinal and directional maneuverability and stability, and at the same time ensuring that the aircraft has high aerodynamic efficiency and light structural weight.

[0095] The invention is an innovative flying device that combines the advantages of rotary-wing and fixed-wing aircraft. It is based on the lifting body configuration and is designed with a fuselage with a large lift-to-drag ratio and volume ratio. Combined with the swept wing, it inherits the high-speed cruising and long-endurance capabilities of fixed-wing aircraft, while overcoming the shortcomings of traditional fixed-wing aircraft in the take-off and landing stages. In addition, the aircraft can also be disassembled and separated from the front part of the aircraft, with a compact structure and small size, which increases the number of aircraft that can be contained in a single storage box, making it easy to carry, transport, replace and repair, and improve the efficiency of use.

[0096] The embodiments of the present invention are described in detail above, but the contents described are only preferred embodiments of the present invention and cannot be considered to limit the scope of implementation of the present invention. All equivalent changes and improvements made according to the scope of application of the present invention should still fall within the scope of the patent coverage of the present invention.

Claims

1. A separated hybrid lift high-speed aircraft, comprising a fuselage and wings, characterized in that: The tail of the fuselage is symmetrically provided with a vertical tail wing at the upper and lower parts, and also includes four propulsion power devices, which are respectively installed on the two wings and the two vertical tail wing.

2. The separated hybrid lift high-speed aircraft according to claim 1, characterized in that: The fuselage is a lifting body fuselage, and both sides of the fuselage smoothly transition with the wings and merge into one to form a wing-body fusion body.

3. The separated hybrid lift high-speed aircraft according to claim 2, characterized in that: Each profile cross section of the wing-body fusion body perpendicular to the wingspan direction is a double convex airfoil, the leading edge point of the airfoil is the frontmost end, and the trailing edge point is the rearmost end; When the coordinates of the leading edge point of the double convex airfoil are (0,0) and the coordinates of the trailing edge point are (1,0), the upper and lower surface data of the airfoil meet the data requirements of the standard values ​​in the following table: The distance from the leading edge to the trailing edge of each profile section is the chord length c of the profile section, measured in a direction parallel to the longitudinal axis of the fuselage; The length of the central profile section of the wing-body fusion body along the longitudinal centerline is the maximum chord length C of the wing-body fusion body. MAX ; The chord length c of each profile section and the maximum chord length C MAX The ratio between is the normalized chord length, at the centerline, The central profile section of the wing-body fusion body along the longitudinal centerline, the upper and lower surface data of which are the standard values ​​of the upper and lower surface data shown in the above table C MAX The upper and lower surface data of the profile section at other locations are standard values. times.

4. The separated hybrid lift high-speed aircraft according to claim 3, characterized in that: The vertical distance from the longitudinal centerline of the wing-body fusion to the end of one wing is the maximum half-span length b / 2; The ratio of the vertical distance d from the longitudinal centerline of the wing-body fusion to each of the profile sections to the maximum half-span length b / 2 is the normalized half span value of the corresponding profile section, at the centerline, At the end of the wing, The reference plane P is perpendicular to the longitudinal centerline of the wing-body fusion body. The leading edge point of the central profile section coincident with the longitudinal centerline of the wing-body fusion body is located on the reference plane P. The vertical distance between the leading edge point of each profile section and the reference plane P is s. To standardize the leading edge, the leading edge point position of each profile section can be indicated; The aircraft has a central cross section, the longitudinal centerline of the wing-body fusion body is located on the central cross section, the central cross section is perpendicular to the profile cross section, the trailing edge point of each profile cross section is located on the central cross section, and the ratio of the vertical height h of the leading edge point of each profile cross section to the central cross section and the chord length c of the current profile cross section is the standardized leading edge height It can indicate the height position of the leading edge point; The standardized half span value is between 0 and 1, and each value corresponds to the profile section at that position. The standardized chord length, standardized leading edge, and standardized leading edge height of the corresponding profile section all meet the requirements of the following table:

5. The separated hybrid lift high-speed aircraft according to claim 1, characterized in that: The propulsion power device comprises a brushless motor and a propeller connected to the brushless motor, wherein a pair of propellers placed opposite to each other rotate clockwise, and the other pair rotates counterclockwise.

6. The separated hybrid lift high-speed aircraft according to claim 5, characterized in that: The vertical tail is installed at 68%-85% of the center chord length of the wing-body fusion body; a symmetrical airfoil with a relative thickness of 22%-26% is adopted; and the height is 0.9-1.1 times the propeller diameter; The maximum half-span length is 1.3-1.4 times the propeller blade diameter.

7. The separated hybrid lift high-speed aircraft according to claim 4, characterized in that: The winglet has a normalized half-span value in the range of 0.7 to 1, and the twist angle of the winglet is negative.

8. The separated hybrid lift high-speed aircraft according to claim 5, characterized in that: A fairing is provided on the brushless motor, the fairing has a smooth transition with the wing, the taper of the fairing is 20°-30°, and a retractable motor heat dissipation air inlet with a retraction angle of 5° is provided at the front of the fairing; It also includes a frame, which is located inside the fuselage, perpendicular to the profile section, and installed at 77%-78% of the center chord length of the fuselage, and the brushless motor is fixed on the frame; The propeller is a hard three-blade propeller. The four propulsion power devices are located in the same horizontal plane, generating thrust along the axial direction of the nose. The minimum distance between them is 1.2-1.5 times the diameter of the propeller blade.

9. The separated hybrid lift high-speed aircraft according to claim 2, characterized in that: The aircraft is divided into a front part and a rear part, and the front part and the rear part are assembled through a plug-in slot and an electromagnetic lock.

10. The separated hybrid lift high-speed aircraft according to claim 9, characterized in that: The front part is also provided with a hood, and a camera is arranged inside the hood; it also includes an equipment compartment and a battery compartment arranged at the rear; and reinforcing ribs are installed on the frame.

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