Empennage system for aircraft and aircraft
By designing the tail system and dispersed power system for the aircraft, the shortcomings of existing aircraft in attitude adjustment, cornering flexibility, deceleration performance and power system safety are solved, and the aircraft's high flexibility, strong cornering performance and safe and reliable power system are achieved.
Patent Information
- Application Number
- CN202510249791.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-04
- Publication Date
- 2025-05-13
AI Technical Summary
Existing aircraft have shortcomings in attitude adjustment, cornering flexibility, deceleration performance and power system safety, especially traditional fixed-wing aircraft and high-lift aircraft are not flexible enough to operate, and the power system is concentrated, making it difficult to save in case of failures.
A tail system for an aircraft is designed, including a tail assembly symmetrically arranged on both sides of the tail end of the aircraft, including a horizontal tail and a vertical tail. By adjusting the elevation angle of the horizontal tail and the deflection angle of the vertical tail, the pitch attitude adjustment, turning and deceleration of the aircraft is achieved. At the same time, a dispersed power system and skirt system are adopted to improve the handling flexibility of the aircraft and the safety of the power system.
It significantly improves the aircraft's maneuverability, cornering performance and deceleration ability, assists the aircraft's center of gravity balance and attitude adjustment, and improves the aircraft's speed performance and the safety and reliability of the power system.
Smart Images
Figure CN119975759A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of flight equipment, and in particular to a tail system for an aircraft and an aircraft. Background Art
[0002] Traditional fixed-wing aircraft rely on the tail to adjust their attitude and turn. The method to reduce the turning radius of the aircraft is generally to reduce the flight speed and increase the slope of the aircraft, which has limited flexibility. Although high-lift aircraft can achieve attitude adjustment and turning through the lift combination of various parts of the fuselage, the operation is not flexible enough and the turning radius is large. The flight attitude of the aircraft has an important influence on its speed, and a structural design that can flexibly adjust the flight attitude is required to improve the speed performance of the aircraft. In addition, the power system of current propeller aircraft is relatively centralized and generally has a single power output. Once the power system is damaged, the aircraft cannot take off or be used. If the power system fails during flight, an irreparable disaster occurs. At present, there is no structural design that can disperse the power system. In view of this, the present application provides a tail system and an aircraft for an aircraft, aiming to solve the above-mentioned defects of the prior art. Summary of the invention
[0003] In order to solve the above problems, the present application provides a tail system for an aircraft and an aircraft, aiming to improve the attitude adjustment, turning flexibility, deceleration performance and safety of the power system of the aircraft. The technical solution is as follows:
[0004] A first aspect of the present application provides a tail system for an aircraft, comprising a fuselage and a tail, wherein one end of the tail is connected to the fuselage and the other end extends outwardly, and a tail system is provided at the end of the tail away from the fuselage, the tail system comprises tail assemblies symmetrically arranged on both sides of the tail end, the tail assembly comprises two horizontal tails arranged opposite to each other and parallel to each other and a vertical tail vertically connected between the two horizontal tails, the pitch attitude of the aircraft is adjusted by adjusting the elevation angle of the horizontal tail, and the turning radius is reduced and rapid deceleration is achieved by adjusting the deflection angle of the vertical tail.
[0005] For example, in the tail system for an aircraft provided in one embodiment, the size of the windward surface of the horizontal tail is changed and the lift is adjusted by adjusting the elevation angle of the horizontal tail. Specifically: when the elevation angle of the horizontal tail increases, the windward surface of the horizontal tail increases, and the lift increases, so that the tail of the aircraft is tilted up and the fuselage is in a diving posture; when the elevation angle of the horizontal tail decreases, the windward surface of the horizontal tail decreases, and the lift decreases, so that the tail of the aircraft sinks and the fuselage is in a lifting posture; the elevation angles of the two groups of horizontal tails on both sides of the tail end are independently adjusted to adjust the sizes of the windward surfaces of the two groups of horizontal tails respectively, so as to adjust the center of gravity on both sides of the tail.
[0006] For example, in the tail system for an aircraft provided in one embodiment, the two horizontal tails that are oppositely arranged and parallel to each other are controlled to tilt in directions away from each other, thereby increasing resistance and achieving deceleration.
[0007] For example, in the tail system for an aircraft provided in one embodiment, by controlling the two vertical tails on both sides of the tail end to deflect in the same direction, the direction of the airflow passing through the tail system is changed, and the reaction force of the airflow causes the vertical tail to generate a turning moment, thereby reducing the turning radius; by controlling the two vertical tails on both sides of the tail end to deflect in different directions, the windward surface of the vertical tail is increased, and a high-pressure airflow cavity is formed between the two vertical tails to achieve rapid deceleration.
[0008] For example, in the tail system for an aircraft provided in one embodiment, the tail is a hollow structure, and a power supply module is provided in the internal cavity of the tail to provide power support for the tail system.
[0009] A second aspect of the present application provides an aircraft, comprising the above-mentioned tail system and skirt system, wherein the skirt system comprises two groups of skirt assemblies symmetrically arranged on the two side surfaces of the fuselage, and the skirt assemblies comprise a head skirt close to the head of the fuselage and a tail skirt close to the tail of the fuselage, wherein the lift of the head and tail of the fuselage are respectively adjusted by the head skirt and the tail skirt.
[0010] For example, in an aircraft provided in one embodiment, the head skirt and the tail skirt are arc-shaped wings, and both ends are connected between the top plate and the bottom plate of the fuselage. A notch is provided at the connection between the head skirt and the tail skirt and the bottom plate of the fuselage, and the notch forms an airflow outlet.
[0011] For example, in an embodiment, an aircraft includes the above-mentioned tail system and distributed power system, wherein the distributed power system includes a head propeller assembly arranged at the head of the fuselage and a tail propeller assembly arranged at the tail of the fuselage, and lift is generated by actively accelerating the airflow through the head propeller assembly and the tail propeller assembly.
[0012] For example, in an aircraft provided in one embodiment, the head propeller assembly includes a first head propeller and a second head propeller symmetrically distributed about the normal central axis of the fuselage, and the tail propeller assembly includes a first tail propeller and a second tail propeller symmetrically distributed about the normal central axis of the fuselage, and the first head propeller, the second head propeller, the first tail propeller, and the second tail propeller are independent of each other, and the lift-to-drag ratio and center of gravity of the fuselage can be adjusted by adjusting the power configuration of the first head propeller, the second head propeller, the first tail propeller, and the second tail propeller.
[0013] For example, in an embodiment, an aircraft includes the above-mentioned tail system, distributed power system and skirt system, wherein the skirt system includes two groups of skirt assemblies symmetrically arranged on the two side surfaces of the fuselage, and the skirt assemblies include a head skirt close to the head of the fuselage and a tail skirt close to the tail of the fuselage, and the lift of the head and tail of the fuselage are adjusted respectively by the head skirt and the tail skirt.
[0014] The beneficial effects brought about by a tail system for an aircraft and the aircraft provided in some embodiments of the present application are as follows: the tail system of the present application realizes the attitude adjustment, turning and deceleration functions of the aircraft through the coordinated work of the horizontal tail and the vertical tail, significantly improves the aircraft's maneuverability, turning performance and deceleration capability, assists the aircraft's center of gravity balance and attitude adjustment, and ensures the safety and reliability of the aircraft by adjusting the various power points of the decentralized power system. BRIEF DESCRIPTION OF THE DRAWINGS
[0015] In order to more clearly illustrate the embodiments of this specification 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 application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.
[0016] Figure 1 A schematic diagram of the structure of a tail system for an aircraft and an aircraft from one perspective provided in Examples 1 and 2 of the present application;
[0017] Figure 2 A schematic diagram of the tail system for an aircraft and the structure of the aircraft from another perspective provided in Examples 1 and 2 of the present application;
[0018] Figure 3 A schematic diagram of the structure of an aircraft provided in Example 3 of the present application;
[0019] Figure 4 A schematic diagram of the structure of an aircraft provided in Example 4 of the present application;
[0020] Figure 5 A schematic diagram of the aircraft deceleration state structure provided in an embodiment of the present application. DETAILED DESCRIPTION
[0021] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.
[0022] Unless otherwise defined, the technical terms or scientific terms used in the present disclosure should be understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.
[0023] Example 1
[0024] This embodiment provides a tail system for an aircraft, such as Figure 1-2 As shown, it includes a fuselage 100 and a tail 200, one end of the tail 200 is connected to the fuselage 100, and the other end extends outward, and a tail system 300 is provided at the end of the tail 200 away from the fuselage 100, and the tail system 300 includes a tail assembly 310 symmetrically arranged on both sides of the end of the tail 200, and the tail assembly 310 includes two horizontal tails 311 that are oppositely arranged and parallel to each other and a vertical tail 312 vertically connected between the two horizontal tails 311. By adjusting the elevation angle of the horizontal tail 311, the pitch attitude of the aircraft is adjusted, and by adjusting the deflection angle of the vertical tail 312, the turning radius is reduced and rapid deceleration is achieved.
[0025] It should be noted that the direction of the horizontal tail 311 is Figure 1 In the X direction of the Cartesian coordinate system, the direction of the vertical tail 312 is Figure 1 The Y direction in the Cartesian coordinate system.
[0026] Among them, the horizontal tail 311 and the vertical tail 312 of the tail system 300 are both symmetrically designed, and the left and right parts have the same structure, and can work together to achieve the attitude adjustment, turning and deceleration functions of the aircraft; the tail system 300 is suitable for fixed-wing aircraft and high-lift aircraft, and can significantly improve the shortcomings of traditional aircraft in attitude adjustment, turning flexibility and deceleration performance.
[0027] The horizontal tail 311 adopts the wing design principle, and the upper and lower surfaces are different, which can generate lift in the horizontal direction to balance the gravity of the tail 200 of the aircraft. In addition, the horizontal tail 311 is designed as an upper and lower two-layer structure, which has greater lift.
[0028] By adjusting the elevation angle of the horizontal tail 311 relative to the aircraft, the size of the windward surface of the horizontal tail 311 can be changed to adjust the lift, thereby achieving the pitch attitude adjustment of the aircraft. Specifically:
[0029] When the elevation angle of the horizontal tail 311 increases, the windward surface of the horizontal tail 311 increases, and the lift increases. When the lift provided by the horizontal tail 311 is greater than the weight of the tail 200, the tail 200 of the aircraft rises, and the fuselage 100 is in a diving posture. During the process of the tail 200 rising, the windward surface of the horizontal tail 311 relative to the airflow is reduced. When the lift reaches a balance with the weight of the tail 200, the posture changes to a steady state.
[0030] When the elevation angle of the horizontal tail 311 decreases, the windward surface of the horizontal tail 311 decreases and the lift decreases. When the lift provided by the horizontal tail 311 is less than the gravity of the tail 200, the tail 200 of the aircraft sinks and the fuselage 100 is in a lifted posture. During the sinking of the tail 200, the windward surface of the horizontal tail 311 relative to the airflow increases, and when the lift reaches a balance with the gravity of the tail 200, the posture changes to a steady state.
[0031] By independently adjusting the elevation angles of the two groups of horizontal tail wings 311 on both sides of the end of the tail 200, the sizes of the windward surfaces of the two groups of horizontal tail wings 311 are adjusted respectively, and then the center of gravity on both sides of the tail 200 is adjusted to assist in balancing the center of gravity of the aircraft.
[0032] Specifically, the horizontal tail 311 is divided into two pairs, left and right. When the elevation angles of the two pairs of horizontal tail 311 are different, the lifts formed on both sides of the tail 200 are different, thereby adjusting the asymmetry of the left and right centers of gravity of the tail 200 of the aircraft, thereby playing a role in assisting in adjusting the balance of the aircraft.
[0033] The two horizontal tail wings 311 arranged opposite to each other and parallel to each other on both sides of the end of the tail 200 are controlled to tilt in a direction away from each other, thereby increasing the resistance and achieving deceleration. Specifically, when one of the horizontal tail wings 311 on one side of the end of the tail 200 tilts up, the lift increases, and the other sinks, the lift decreases, offsetting the increased lift, and the lift remains unchanged, but one of the horizontal tail wings 311 tilts up and the other sinks, increasing the resistance and achieving deceleration.
[0034] By controlling the two vertical tail wings 312 on both sides of the end of the tail 200 to deflect in the same direction, the direction of the airflow passing through the tail wing system 300 is changed, and the vertical tail wing 312 generates a turning moment through the reaction force of the airflow, thereby reducing the turning radius.
[0035] Specifically, when the two vertical tails 312 on the left and right of the tail 200 deflect in the same direction, the direction of the airflow passing through the tail is changed. The reaction force of the airflow causes the tail to have a turning moment. The use of double vertical tails can increase the moment and reduce the turning radius, thereby improving the maneuverability of the aircraft.
[0036] By controlling the two vertical tail wings 312 on both sides of the end of the tail 200 to deflect in different directions, the windward surface of the vertical tail wing 312 is increased, and a high-pressure airflow cavity is formed between the two vertical tail wings 312 to achieve rapid deceleration.
[0037] Specifically, the left and right vertical tail wings 312 are respectively deflected to the left and right sides to form an "eight"-shaped structure, and the windward surface of the vertical tail wing 312 is increased to greatly increase the air resistance, thereby achieving rapid deceleration;
[0038] Furthermore, if Figure 5 As shown, when the left and right vertical tail wings 312 are deflected away from each other to form an inner "eight"-shaped structure (i.e., the spacing between the two vertical tail wings 312 near the fuselage 100 is greater than the spacing between the two vertical tail wings 312 away from the fuselage 100), the resistance formed is greater than the resistance formed when the left and right vertical tail wings 312 are deflected away from each other to form an outer "eight"-shaped structure (i.e., the spacing between the two vertical tail wings 312 near the fuselage 100 is less than the spacing between the two vertical tail wings 312 away from the fuselage 100), and the deceleration can be faster. When the left and right vertical tail wings 312 are deflected away from each other to form an inner "eight"-shaped structure, the vertical tail wings 312 are combined with the horizontal tail wings 311 to form an airflow cavity, and the airflow is compressed in the cavity to generate high pressure, further increasing the flight resistance. In actual operation, the form of the left and right vertical tail wings 312 deflecting in different directions can be selected according to the actual situation and the required deceleration force.
[0039] Furthermore, when decelerating, the upper horizontal tail 311 may be tilted upwards and the lower horizontal tail 311 may be tilted downwards, thereby further accelerating the deceleration.
[0040] For example, in the tail system for an aircraft provided in one embodiment, Figure 1-2 As shown, the tail 200 is a hollow structure, and a power supply module is provided in the internal cavity of the tail 200 to provide power support for the tail system 300.
[0041] According to the above embodiment, by setting a space inside the tail 200 for independently placing the power supply module, the power supply module is separated from the body, thereby improving the safety factor of battery use and preventing the battery from exploding due to abnormal high temperature or failure and affecting the body; a double-layer high-lift horizontal tail 311 is set at the far end of the tail 200 to provide sufficient lift to balance the weight of the battery.
[0042] The tail system for the aircraft of the present application has tail assemblies 310 symmetrically arranged on the left and right sides of the far end of the tail 200. The horizontal tail 311 adopts the wing design principle and realizes lift change and pitch attitude adjustment by adjusting the elevation angle; the vertical tail 312 adopts a double vertical tail design, which can increase the turning moment, reduce the turning radius, and greatly increase the air resistance through the "eight"-shaped deflection to achieve rapid deceleration; the tail system 300 is divided into left and right parts, which can be controlled independently to assist the center of gravity balance and attitude adjustment of the aircraft. The present application significantly improves the maneuverability, turning performance and deceleration ability of the aircraft, and is suitable for fixed-wing aircraft and large-lift aircraft.
[0043] Example 2
[0044] The present application provides an aircraft, such as Figure 1-2 As shown, it includes the above-mentioned tail system 300 and skirt system 400, the skirt system 400 includes two groups of skirt components 410 symmetrically arranged on the two side surfaces of the fuselage 100, the skirt component 410 includes a head skirt 411 close to the head of the fuselage 100 and a tail skirt 412 close to the tail of the fuselage 100, and the lift of the head and tail of the fuselage 100 are adjusted respectively by the head skirt 411 and the tail skirt 412.
[0045] like Figure 1-2 As shown, the head skirt 411 and the tail skirt 412 are arc-shaped wings, and both ends are connected between the top plate and the bottom plate of the body 100. A notch 413 is provided at the connection between the head skirt 411 and the tail skirt 412 and the bottom plate of the body 100, and the notch 413 forms an airflow outlet.
[0046] According to the above embodiment, by symmetrically arranging the skirt assemblies 400 on the two side surfaces of the fuselage 100, and by adjusting the head skirts 411 on the left and right sides of the nose of the fuselage 100 and the tail skirts 412 on the left and right sides of the tail of the fuselage 100, the flow direction of the airflow in various parts of the aircraft fuselage 100 is controlled, thereby accurately controlling the lift generated by various parts and achieving balance adjustment of the fuselage 100.
[0047] Specifically, the method of adjusting the center of gravity of the body 100 by using the skirt assembly 400 is:
[0048] When the loads at the front and rear of the fuselage 100 are different, the opening and closing of the head skirt 411 and the tail skirt 412 are adjusted to change the lift at the head and the tail of the fuselage 100, thereby adjusting the center of gravity balance in the front and rear directions of the fuselage 100;
[0049] When the load on the left and right sides of the fuselage 100 is different, the opening and closing of the left head skirt 411 of the fuselage 100 and the right head skirt 411 of the fuselage 100, or the left tail skirt 412 of the fuselage 100 and the right tail skirt 412 of the fuselage 100 are adjusted to adjust the center of gravity balance of the fuselage 100 in the left and right directions.
[0050] The principle is as follows: when the head skirt 411 is opened, the airflow can only move downward along the curved surface of the head skirt 411 under the obstruction of the head skirt 411, and finally leaves the fuselage 100 at the airflow outlet 413 below the head skirt 411. Under the action of the head skirt 411, the airflow will form a compressed cavity at the head of the fuselage 100. At this time, the airflow below the head 110 of the fuselage 100 will be compressed to form a high pressure, thereby forming a larger lift; when the tail skirt 412 is opened, the airflow passes through the curved wing surface of the tail skirt 412, and the airflow cannot cross the tail skirt 412 to reach the rear of the fuselage 100. The airflow is diffused and the air pressure is reduced. Then, the air pressure at the rear of the fuselage 100 will be much smaller than when the tail skirt 412 is folded, and the pressure at the bottom of the fuselage 100 remains almost unchanged, resulting in a huge pressure difference between the curved wing surface of the tail skirt 412 and the bottom surface of the machine, thereby forming a huge lift at the tail of the fuselage 100. By independently controlling the operation of the four skirt wings, the lift of four parts, namely, the left and right sides of the head of the fuselage 100 and the left and right sides of the tail of the fuselage 100, can be adjusted, so that the center of gravity balance of the fuselage 100 can be accurately controlled.
[0051] Example 3
[0052] The present application provides an aircraft, such as Figure 3As shown, it includes the above-mentioned tail system 300 and the distributed power system 500, and the distributed power system 500 includes a head propeller assembly 510 arranged at the head of the body 100 and a tail propeller assembly 520 arranged at the tail of the body 100, and the head propeller assembly 510 and the tail propeller assembly 520 are used to actively accelerate the airflow to generate lift.
[0053] The head propeller assembly 510 includes a head first propeller 511 and a head second propeller 512 symmetrically distributed about the normal central axis of the body 100, and the tail propeller assembly 520 includes a tail first propeller 521 and a tail second propeller 522 symmetrically distributed about the normal central axis of the body 100. The head first propeller 511, the head second propeller 512, the tail first propeller 521 and the tail second propeller 522 are independent of each other. By adjusting the power configuration of the head first propeller 511, the head second propeller 512, the tail first propeller 521 and the tail second propeller 522, the lift-to-drag ratio and the center of gravity of the body 100 can be adjusted.
[0054] According to the above embodiment, by respectively arranging a head propeller assembly 510 and a tail propeller assembly 520 at the head of the fuselage 100 and the tail of the fuselage 100, the front and rear propellers are used to actively accelerate the airflow, and then form a huge lift, thereby making up for the deficiency of the existing aircraft that cannot generate lift by actively accelerating the airflow through the propellers; by adjusting the various power points of the decentralized power system, not only can the forward motive force be provided for the aircraft, but the balance and flight attitude of the aircraft can also be adjusted at the same time, and even if any one of the power components is damaged, the entire aircraft still has strong power and controllability, thereby ensuring the safety and reliability of the aircraft.
[0055] The tail propeller assembly 520 is closely attached to the upper surface of the tail of the aircraft body 100 , which can reduce the pressure on the upper surface of the tail of the body 100 to the minimum, thereby maximizing the lift of the tail of the body 100 .
[0056] Among them, the first head propeller 511 and the second head propeller 512 adopt symmetrical balanced rotation, that is, the rotation directions of the two are opposite, thereby offsetting the torque of the two propellers, so that the torque force of the propellers is balanced; the first tail propeller 521 and the second tail propeller 522 adopt symmetrical balanced rotation, that is, the rotation directions of the two are opposite, thereby offsetting the torque of the two propellers, so that the torque force of the propellers is balanced.
[0057] According to the above embodiment, the distributed power system 500 plays a role in adjusting lift, drag, and power. By configuring the power output of the head propeller assembly 510 and the tail propeller assembly 520, the lift, drag, and power at different flight speeds can be adjusted, and the adjustment of lift and drag at high and low speeds can be achieved to meet the most economical power configuration at different speeds.
[0058] The principle is as follows: when the head propeller assembly 510 is rotating, the entire body 100 is in the airflow of the propeller of the head propeller assembly 510, and the airflow speed passing through the body 100 is the speed of the flight speed airflow relative to the speed of the aircraft plus the speed of the propeller accelerated airflow. For example, if the flight speed is 20m / s and the speed of the propeller accelerated airflow is 40m / s, then the airflow passing through the body 100 is equivalent to 60m / s, and the lift and drag generated by the air on the body 100 are equivalent to the lift and drag generated by flying at a speed of 216 kilometers per hour. Therefore, when the head propeller assembly 510 is rotating, it provides huge power while also increasing the lift of the head and tail of the aircraft body 100.
[0059] When the tail propeller assembly 520 is rotating, the body 100 is not in the accelerated airflow of the propeller of the tail propeller assembly 520, but when the tail propeller approaches the upper surface of the tail of the aircraft body 100, the air pressure on the upper surface of the tail of the aircraft body 100 is reduced, and the lift provided by the upper surface of the tail of the body 100 is increased. Therefore, when the tail propeller assembly 520 is rotating, it not only provides power, but also increases the lift of the upper surface of the tail of the aircraft body 100.
[0060] The present application can also achieve turning by controlling the power configuration of the first head propeller 511, the second head propeller 512, the first tail propeller 521 and the second tail propeller 522.
[0061] By adjusting the power difference between the head propeller assembly 510 and the tail propeller assembly 520, the lift difference between the front and rear of the aircraft fuselage is changed, so as to achieve the balance of the front and rear center of gravity; by adjusting the power difference between the head first propeller 511 and the head second propeller 512 and the power difference between the tail first propeller 521 and the tail second propeller 522, the lift difference between the left and right fuselages of the aircraft is changed, so as to achieve the adjustment of the balance of the left and right center of gravity.
[0062] The method for adjusting the lift-to-drag ratio of the aircraft body 100 in the aircraft of this embodiment is:
[0063] When the aircraft 100 takes off or lands, the power of the head propeller assembly 510 is increased to obtain a large lift. Specifically, since the flight speed is low during takeoff or landing, in order to obtain sufficient lift, the head propeller assembly 510 needs to be configured with a larger power so that the relative speed of the airflow passing through the aircraft 100 is larger, thereby obtaining sufficient lift to meet the requirements of takeoff and landing of the aircraft.
[0064] When the aircraft body 100 is flying at high altitude, the configured power of the head propeller assembly 510 is reduced, and the configured power of the tail propeller assembly 520 is increased to improve the flight power. Specifically, when the flight speed increases, the power of the head propeller assembly 510 is gradually reduced so that the relative speed of the airflow passing through the aircraft body 100 can maintain the flight of the aircraft, and the power of the tail propeller assembly 520 is increased, so that the power of the aircraft can be improved, so that the flight speed of the aircraft increases.
[0065] The method for adjusting the center of gravity of the aircraft body 100 in the present embodiment is:
[0066] When the loads at the front and rear of the fuselage 100 are different, the configuration power of the head propeller assembly 510 and the tail propeller assembly 520 is adjusted to change the lift ratio between the head of the fuselage 100 and the tail of the fuselage 100, and to adjust the center of gravity balance in the front and rear directions of the fuselage 100;
[0067] When the loads on the left and right sides of the body 100 are different, the center of gravity balance in the left and right directions of the head of the body 100 is adjusted by adjusting the configuration power of the first sub-propeller 511 and the second sub-propeller 512 at the head, and the center of gravity balance in the left and right directions of the tail of the body 100 is adjusted by adjusting the configuration power of the first sub-propeller 521 and the second sub-propeller 522 at the tail.
[0068] Example 4
[0069] The present application provides an aircraft, such as Figure 4 As shown, the tail system 300, the distributed power system 500 and the skirt system 400 mentioned above can significantly improve the maneuverability, turning performance and deceleration capability of the aircraft, and assist in the center of gravity balance and attitude adjustment of the aircraft.
[0070] Although the implementation scheme of the present application has been disclosed as above, it is not limited to the applications listed in the specification and implementation modes, and it can be fully applicable to various fields suitable for the present application. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present application is not limited to the specific details and the illustrations shown and described herein.
Claims
1. A tail system for an aircraft, characterized in that: The invention comprises a fuselage and a tail, wherein one end of the tail is connected to the fuselage and the other end extends outwardly. A tail system is provided at the end of the tail away from the fuselage. The tail system comprises tail assemblies symmetrically arranged on both sides of the tail end. The tail assembly comprises two horizontal tails which are arranged opposite to each other and parallel to each other and a vertical tail which is vertically connected between the two horizontal tails. The pitch attitude of the aircraft is adjusted by adjusting the elevation angle of the horizontal tail, and the turning radius is reduced and rapid deceleration is achieved by adjusting the deflection angle of the vertical tail.
2. The tail system for an aircraft according to claim 1, characterized in that: By adjusting the elevation angle of the horizontal tail, the size of the windward surface of the horizontal tail is changed to adjust the lift, specifically: When the elevation angle of the horizontal tail increases, the windward surface of the horizontal tail increases, the lift increases, and the tail of the aircraft is tilted upward, and the body of the aircraft is in a diving posture; When the elevation angle of the horizontal tail decreases, the windward surface of the horizontal tail decreases, the lift is reduced, and the tail of the aircraft sinks, and the body of the aircraft is in a lifted posture; By independently adjusting the elevation angles of the two groups of horizontal tail wings on both sides of the tail end, the sizes of the windward surfaces of the two groups of horizontal tail wings are adjusted respectively, thereby adjusting the center of gravity on both sides of the tail.
3. The tail system for an aircraft according to claim 1, characterized in that: The two horizontal tail wings which are arranged opposite to each other and parallel to each other are controlled to tilt in directions away from each other, thereby increasing the resistance and achieving deceleration.
4. The tail system for an aircraft according to claim 1, characterized in that: By controlling the two vertical tail wings on both sides of the tail end to deflect in the same direction, the direction of the airflow passing through the tail wing system is changed, and the vertical tail wing generates a turning moment through the reaction force of the airflow, thereby reducing the turning radius; By controlling the two vertical tail wings on both sides of the tail end to deflect in different directions, the windward surface of the vertical tail wing is increased, and a high-pressure airflow cavity is formed between the two vertical tail wings to achieve rapid deceleration.
5. The tail system for an aircraft according to claim 1, characterized in that: The tail is a hollow structure, and a power supply module is arranged in the internal cavity of the tail to provide power support for the tail system.
6. An aircraft, characterized in that: The invention comprises the tail system according to any one of claims 1 to 5 and: The skirt system includes two sets of skirt assemblies symmetrically arranged on the two side surfaces of the fuselage, and the skirt assemblies include a head skirt close to the head of the fuselage and a tail skirt close to the tail of the fuselage. The lift of the head and tail of the fuselage are adjusted respectively by the head skirt and the tail skirt.
7. The aircraft according to claim 6, characterized in that The head skirt and the tail skirt are arc-shaped wings, and both ends are connected between the top plate and the bottom plate of the machine body. A notch is provided at the connection between the head skirt and the tail skirt and the bottom plate of the machine body, and the notch forms an airflow outlet.
8. An aircraft, comprising the tail system according to any one of claims 1 to 5 and: The distributed power system comprises a head propeller assembly arranged at the head of the fuselage and a tail propeller assembly arranged at the tail of the fuselage, and the head propeller assembly and the tail propeller assembly are used to actively accelerate the airflow to generate lift.
9. The aircraft according to claim 8, characterized in that The head propeller assembly includes a first head propeller and a second head propeller symmetrically distributed about the normal center axis of the fuselage, and the tail propeller assembly includes a first tail propeller and a second tail propeller symmetrically distributed about the normal center axis of the fuselage. The first head propeller, the second head propeller, the first tail propeller and the second tail propeller are independent of each other. The lift-to-drag ratio and the center of gravity of the fuselage can be adjusted by adjusting the power configuration of the first head propeller, the second head propeller, the first tail propeller and the second tail propeller.
10. The aircraft according to claim 9, characterized in that Also includes: The skirt system includes two sets of skirt assemblies symmetrically arranged on the two side surfaces of the fuselage, and the skirt assemblies include a head skirt close to the head of the fuselage and a tail skirt close to the tail of the fuselage. The lift of the head and tail of the fuselage are adjusted respectively by the head skirt and the tail skirt.