A deformable biplane aircraft

Abstract

The present invention provides a deformable biplane aircraft, comprising a fuselage, wings, a tail, a propeller, an onboard control system, a wing assembly shaft, a wing assembly truss, a wing servo motor, a wing rotary joint, a wing assembly shaft, a wing assembly servo motor, and a wing assembly shaft base. The wings comprise upper and lower wings. The wing assembly shaft extends outward from the fuselage at two ends connected to the upper and lower wings, respectively, via the wing assembly truss. The wing assembly shaft is connected to the wing assembly shaft base and the wing assembly servo motor on the inside of the fuselage. The upper and lower wings are both symmetrically equipped with wing servo motors and wing rotary joints at two ends extending outward from the fuselage. The power output end of each wing servo motor is connected to the wing assembly shaft. The wing assembly shaft is respectively connected to the wing assembly truss and the wing rotary joint. The present invention realizes a deformable biplane aerodynamic layout with high lift and lift-to-drag ratio in both low-speed takeoff and landing and high-speed cruising flight stages, and can meet the aerodynamic requirements of different flight stages.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft design and manufacturing, and in particular to a deformable biplane aircraft. Background Art

[0002] Low-speed, high-lift aerodynamic configurations are fundamental to short-takeoff and landing (STL) and low-speed maneuvering for aircraft, and have garnered widespread attention in the aerospace field. Compared to traditional single-wing configurations, biplane configurations not only naturally increase the total wing area but also improve the lift coefficient and lift-to-drag ratio. Both parallel and tandem biplane configurations can achieve an increase in lift coefficient. However, biplane configurations are suitable for different flight phases. During low-speed, high-angle-of-attack takeoff and landing, the biplane configuration promotes the reattachment of the shear layer separated from the lower wing's leading edge by utilizing the high pressure on the lower surface of the upper wing. As the angle of attack decreases into the cruise phase, this lift-enhancing effect diminishes. Conversely, the tandem biplane configuration is more advantageous during cruise flight, leveraging the downwash from the front wing to accelerate the airflow on the upper surface of the rear wing. Furthermore, while the traditional biplane configuration increases lift, it also introduces additional drag. Summary of the Invention

[0003] In response to the technical problems existing in the above-mentioned background technology, the present invention proposes a deformable biplane layout aircraft with a reasonable structural design, which realizes a deformable biplane aerodynamic layout with high lift and lift-to-drag ratio in the two flight stages of low-speed takeoff and landing and high-speed cruising. It can take into account the aerodynamic requirements of different flight stages and has great application potential in optimizing the comprehensive aerodynamic performance of the entire flight process, solving the problem that the traditional fixed biplane aerodynamic layout cannot take into account the aerodynamic requirements of each flight stage.

[0004] To solve the above technical problems, the present invention provides a deformable biplane aircraft, comprising a fuselage and wings, a tail, a propeller, and an onboard control system mounted on the fuselage; the aircraft also comprising a wing assembly shaft, a wing assembly truss, a wing servo motor, a wing rotary joint, a wing assembly shaft, a wing assembly shaft base, and a wing assembly servo motor;

[0005] The wing includes an upper wing and a lower wing; the upper wing is matched and mounted on the upper part of the middle front section of the fuselage, and its two ends extend outward from the fuselage; the lower wing is matched and mounted on the lower part of the middle rear section of the fuselage, and its two ends extend outward from the fuselage;

[0006] The wing group rotating shaft is matched and horizontally passes through the middle part of the fuselage, and its two ends extend outward from the fuselage; the wing group rotating shaft is spatially parallel to the upper wing and the lower wing; the wing group rotating shaft base and the wing group servo motor are matched and installed inside the fuselage; the wing group servo motor is electrically connected to the airborne control system; the wing group rotating shaft is matched and hinged with the wing group rotating shaft base, and is matched and meshed with the power output end of the wing group servo motor through a gear mechanism; the two ends of the wing group rotating shaft extending outward from the fuselage are matched and symmetrically installed with wing group trusses, and are respectively matched and connected with the upper wing and the lower wing through the wing group trusses;

[0007] The upper wing and the lower wing are both symmetrically mounted with wing servo motors and wing rotary joints at both ends extending outward from the fuselage; each wing servo motor is electrically connected to the airborne control system, and its power output end is matched with a wing shaft; the wing shaft is matched with an end of the wing group truss close to the wing, so as to adjust the angle of attack of the upper wing and the lower wing through the rotational motion output by the wing servo motor; and the wing shaft is also matched with the wing rotary joint.

[0008] The angles of attack of the fuselage and the wings are decoupled through the wing rotation joints; the relative spatial positions and flow interactions between the upper wing and the lower wing are regulated by the wing group rotation shaft and the wing group truss to produce a high-lift biplane layout that can adapt to different flight conditions and stages.

[0009] The deformable biplane layout aircraft, wherein: the wing shaft is matched and connected to one end of the wing group truss close to the upper wing or the lower wing through a gear bearing structure; and the changing interval of the wing attack angle is determined by the number of teeth of the gear bearing structure.

[0010] The deformable bi-wing aircraft, wherein: the wing shaft is articulated with the wing rotation joint through a bearing structure.

[0011] The deformable biplane layout aircraft, wherein: the wing group rotating shaft and the wing group truss are both made of high-strength lightweight materials.

[0012] The deformable biplane layout aircraft, wherein: a tail servo is matched and arranged inside the tail end of the fuselage; the tail servo is electrically connected to the airborne control system, and a rudder shaft is matched and installed at its power output end.

[0013] The deformable biplane layout aircraft, wherein: the tail is matched and installed at the tail end of the fuselage and adopts an upward inverted V-shaped tail, which is composed of a fixed tail stabilizer and a movable trailing edge rudder; the tail stabilizer is matched and fixedly connected to the fuselage; the trailing edge rudder is matched and hinged to the tail stabilizer and matched and connected to the rudder shaft of the tail servo.

[0014] The deformable biplane layout aircraft, wherein: the aircraft also includes a belly vertical stabilizer; the belly vertical stabilizer matches the belly installed vertically at the tail end of the fuselage.

[0015] The deformable biplane layout aircraft, wherein: the propeller is matched and installed at the rearmost end of the fuselage and adopts a propeller propeller.

[0016] By adopting the above technical solution, the present invention has the following beneficial effects:

[0017] Compared to traditional fixed biplane configurations, the deformable biplane aircraft of the present invention adaptively adjusts the spatial layout of the wings during different flight phases, not only generating consistently high lift but also effectively reducing excess drag. Through the coordination of a pivot mechanism (composed of a wing assembly pivot 7, a wing assembly truss 8, a wing rotary joint 10, and a wing pivot 11), a servo motor, and an onboard control system, the aircraft can achieve high lift during low-speed takeoff and landing while also maintaining high lift during high-speed cruising. During low-speed takeoff and landing, high lift is achieved by increasing the geometric angle of attack of the parallel configuration. Compared to traditional wing trailing edge lift-enhancing devices, the present invention reduces the moment arm length relative to the center of gravity, thereby reducing the pitching moment, the required tail area, and frictional drag throughout the flight. The decoupling of the wing angle of attack and the fuselage angle of attack also avoids the additional drag caused by the fuselage angle of attack during takeoff and landing, when coupled. The present biplane deformation scheme has great potential for improving comprehensive aerodynamic performance throughout the flight and possesses significant practical value.

[0018] The specific advantages of the present invention are mainly reflected in the following aspects:

[0019] (1) The relative spatial position of the upper and lower wings and the flow interaction are controlled by the wing group shaft and wing group truss to produce a high-lift biplane layout that adapts to different flight conditions and phases;

[0020] (2) The present invention can integrate the aerodynamic advantages of multiple fixed biplane layouts (including parallel and tandem layouts), continuously generate high lift throughout the flight, and optimize the comprehensive aerodynamic performance throughout the flight;

[0021] (3) The present invention adjusts the wing angle of attack during takeoff and landing to achieve increased lift. By increasing the lift force over the center of gravity, the additional nose-down moment of the traditional trailing edge lift-enhancing device is reduced or eliminated, thereby reducing the tail area required to balance the nose-down moment and thus reducing the frictional resistance throughout the flight.

[0022] (4) The angle of attack of the fuselage and the wing is decoupled through the wing rotation joint, avoiding the flow separation and the resulting drag caused by the passive increase of the fuselage's angle of attack;

[0023] (5) The angle of attack of each wing is independently controlled by its own wing servo motor and wing shaft, which increases the flexibility of regulating aerodynamic performance;

[0024] (6) The V-shaped tail is used to maintain the stability of the flight attitude during the deformation of the upper and lower wings. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0026] Figure 1 It is a structural schematic diagram of the deformable biplane layout aircraft of the present invention;

[0027] Figure 2 It is a front view of the deformable biplane layout aircraft of the present invention;

[0028] Figure 3 A side view of the deformable biplane layout aircraft of the present invention;

[0029] Figure 4 A top view of the deformable biplane layout aircraft of the present invention;

[0030] Figure 5 A partial enlarged view of the deformation mechanism of the deformable biplane layout aircraft of the present invention;

[0031] Figure 6 The figure is a layout diagram of the parallel biplanes of the deformable biplane layout aircraft of the present invention during the low-speed take-off and landing flight stage;

[0032] Figure 7 The figure shows the arrangement of the tandem biplane layout of the deformable biplane layout aircraft of the present invention during the high-speed cruising flight phase.

[0033] In the figure: 1-fuselage, 2-upper wing, 3-lower wing, 4-tail, 5-ventral vertical stabilizer, 6-thruster, 7-wing group shaft, 8-wing group truss, 9-wing servo motor, 10-wing rotation joint, 11-wing shaft, 12-wing group shaft base, 13-wing group servo motor. DETAILED DESCRIPTION

[0034] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0035] The present invention will be further explained below with reference to specific embodiments.

[0036] like Figure 1-5 As shown, the present embodiment provides a deformable biplane layout aircraft, which includes a fuselage 1, an upper wing 2, a lower wing 3, a tail 4, a ventral vertical stabilizer 5, a propeller 6, a wing group shaft 7, a wing group truss 8, a wing servo motor 9, a wing rotation joint 10, a wing shaft 11, a wing group shaft base 12, a wing group servo motor 13 and an onboard control system.

[0037] The fuselage 1 is a smooth blunt body structure with a raised front section to increase the internal volume, the cross-sectional area of ​​the middle section remains unchanged, and the cross-sectional area of ​​the tail section is reduced; wherein, the middle section of the fuselage 1 is matched with a wing group rotating shaft base 12 installed inside; the fuselage 1 is also matched with a wing group servo motor 13 installed inside; the tail end of the fuselage 2 is matched with a tail servo, and the power output end of the tail servo is matched with a rudder shaft installed.

[0038] The upper wing 2 is matched and mounted on the upper middle front portion of the fuselage 1 , and both ends thereof extend horizontally to the left and right sides of the fuselage 1 with equal lengths.

[0039] The lower wing 3 is matched and mounted on the lower part of the middle and rear section of the fuselage 1 , and both ends thereof extend horizontally to the left and right sides of the fuselage 1 with equal lengths.

[0040] The tail wing 4 is mounted on the tail end of the fuselage 1 and adopts an upward-inverted V-shaped tail. It consists of a fixed tail stabilizer and a movable trailing edge control surface. The tail stabilizer is connected to the fuselage 1, and the trailing edge control surface is hinged to the tail stabilizer. The deflection of the trailing edge control surface is driven by a tail servo mounted inside the tail end of the fuselage 1 and a rudder shaft mounted on the power output end of the tail servo. The tail servo receives instructions from the airborne control system and then drives the trailing edge control surface to rotate to a specified position via the rudder shaft, thereby effectively controlling the aircraft's flight attitude and maintaining flight stability during the deformation of the wings.

[0041] The belly vertical stabilizer 5 matches the belly installed vertically at the tail end of the fuselage 1 to serve as an auxiliary stabilizing device to improve lateral heading stability.

[0042] The propeller 6 is matched with a propeller propeller installed at the rear end of the fuselage 1. The servo motor installed at the rear end of the fuselage 1 drives the blades to rotate rapidly to generate thrust, thereby pushing the aircraft forward in the air.

[0043] The winglet shaft 7 extends horizontally through the middle of the fuselage 1 and remains spatially parallel to the upper wing 2 and lower wing 3. The ends of the winglet shaft 7 extend equally to the left and right sides of the fuselage 1, and winglet trusses 8 are symmetrically mounted on the protruding ends. The ends of the winglet shaft 7 are respectively connected to the upper wing 2 and lower wing 3 via the symmetrically mounted winglet trusses 8. The portion of the winglet shaft 7 located within the middle section of the fuselage 1 is hingedly connected to the winglet shaft base 12. The winglet servo motor 13 is electrically connected to and receives commands from the onboard control system. Its power output is connected to the winglet shaft 7 via a gear mechanism to drive the winglet shaft 7 to rotate, thereby adjusting the spatial layout of the upper wing 2 and lower wing 3 (including the geometric gap and interlacing), thereby changing the interaction between the two wings. The winglet shaft 7 and winglet trusses 8 are both made of high-strength, lightweight materials, which contributes to structural stability and weight reduction.

[0044] The ends of the upper wing 2 and lower wing 3 extending to the left and right sides of the fuselage 1 are symmetrically mounted with wing servo motors 9 near the fuselage 1. Each wing servo motor 9 has a wing shaft 11 connected to its power output. The shaft 11 is connected to the end of the wing assembly truss 8 near the wing via a gear bearing structure, allowing relative rotation. This allows the rotational motion output by the wing servo motor 9 to adjust the angle of attack of the upper wing 2 and lower wing 3. The number of teeth in the gear bearing structure determines the interval at which the wing angle of attack changes. The shaft 11 on the upper wing 2 is also connected to a wing rotary joint 10 fixed to the lower surface of the upper wing 2 via a bearing structure to enhance the stability of the mechanism. The shaft 11 on the lower wing 3 is also connected to a wing rotary joint 10 fixed to the upper surface of the lower wing 3 via a bearing structure to enhance the stability of the mechanism.

[0045] The airborne control system is matched and installed in the inner cabin of the head of the fuselage 1. It adjusts the operation of the wing group servo motor 13 and the wing servo motor 9 through the electronic control circuit to control the deformation of the wing, adjusts the operation of the tail servo inside the tail end of the fuselage 1 to control the deflection of the trailing edge control surface of the tail 4, and adjusts the operation of the servo motor of the propeller 6 to control the rotation of the propeller.

[0046] The angles of attack of the upper wing 2 and the lower wing 3 can be individually controlled by their respective wing servo motors 9 and wing shafts 11, and the relative spatial positions and flow interactions of the upper wing 2 and the lower wing 3 are regulated by the wing group shaft 7 and the wing group truss 8 to produce a high-lift biplane layout that can adapt to different flight conditions and stages.

[0047] The wing assembly shaft 7, wing assembly truss 8, wing servo motor 9, wing rotary joint 10, wing shaft 11, wing assembly shaft base 12 and wing assembly servo motor 13 together constitute a deformation mechanism.

[0048] The attack angles of the fuselage 1 and the wing are decoupled through the wing rotary joint 10, thereby avoiding flow separation and the resulting resistance caused by the passive increase in the attack angle of the fuselage 1.

[0049] The present invention can integrate the aerodynamic advantages of multiple fixed biplane layouts (including parallel and tandem layouts) to continuously generate high lift throughout the flight.

[0050] The present invention adjusts the wing angle of attack during takeoff and landing to obtain high lift. By allowing the lift increment to pass through the center of gravity of the aircraft, the additional nose-down moment of the traditional trailing edge high-lift device is reduced or even eliminated, thereby reducing the tail area required to balance the nose-down moment and thus reducing the frictional resistance throughout the flight.

[0051] The working principle of the present invention is as follows:

[0052] like Figure 6As shown, when the deformable biplane layout aircraft of the present invention is at a certain height from the ground during the low-speed takeoff and landing stage, the wing group servo motor 13 drives the wing group shaft 7 to rotate, so that the plane where the wing group truss 8 is located rotates to a vertical position, so that the upper wing 2 and the lower wing 3 form a spatial layout that is completely arranged in parallel; at the same time, the wing servo motors 9 on the upper wing 2 and the lower wing 3 drive the wing shaft 11 to obtain the angle of attack required for lift increase; the tail servo gear arranged inside the tail end of the fuselage 1 drives the trailing edge rudder surface of the tail wing 4 to deflect, forming a corresponding pitch moment; the source of the high lift generated by this parallel layout is the promotion of the high pressure on the lower surface of the upper wing 2 to the reattachment of the shear layer separated from the leading edge of the lower wing 3.

[0053] like Figure 7 As shown, after the deformable biplane layout aircraft of the present invention enters the high-speed cruising stage, the wing group shaft 7 is driven and the wing group truss 8 is rotated to the maximum tilt position, so that the upper wing 2 and the lower wing 3 form a spatial layout arranged in a front-to-back series; at the same time, the wing servo motors 9 on the upper wing 2 and the lower wing 3 drive the wing shaft 11 to return to the initial installation angle; in this state, the middle part of the lower surface of the upper wing 2 and the middle part of the upper surface of the lower wing 3 are abutted against the fuselage 1, reducing the pressure of the wing group shaft 7 supporting the wing load; the source of the high lift generated by the series layout is the acceleration effect of the downwash airflow of the fore wing on the airflow velocity on the upper surface of the rear wing.

[0054] The present invention has a reasonable structural design and realizes a deformable biplane aerodynamic layout with high lift and lift-to-drag ratio in both low-speed takeoff and landing and high-speed cruising flight stages. It can take into account the aerodynamic requirements of different flight stages and has great application potential in optimizing the comprehensive aerodynamic performance throughout the flight. It solves the problem that traditional fixed biplane aerodynamic layout cannot take into account the aerodynamic requirements of each flight stage.

[0055] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A deformable biplane aircraft, comprising a fuselage (1) and wings, a tail (4), a propeller (6) and an onboard control system mounted on the fuselage (1); characterized in that: The aircraft further comprises a wing assembly rotating shaft (7), a wing assembly truss (8), a wing servo motor (9), a wing rotary joint (10), a wing rotating shaft (11), a wing assembly rotating shaft base (12) and a wing assembly servo motor (13); The wing comprises an upper wing (2) and a lower wing (3); the upper wing (2) is matched and mounted on the upper portion of the middle front section of the fuselage (1) and its two ends extend outwards of the fuselage (1); the lower wing (3) is matched and mounted on the lower portion of the middle rear section of the fuselage (1) and its two ends extend outwards of the fuselage (1); The wing group rotating shaft (7) is matched and horizontally passes through the middle of the fuselage (1) and its two ends extend outward from the fuselage (1); the wing group rotating shaft (7) is spatially parallel to the upper wing (2) and the lower wing (3); the wing group rotating shaft base (12) and the wing group servo motor (13) are matched and installed inside the fuselage (1); the wing group servo motor (13) is electrically connected to the airborne control system; the wing group rotating shaft (7) is matched and hinged with the wing group rotating shaft base (12), and is matched and meshed with the power output end of the wing group servo motor (13) through a gear mechanism; the two ends of the wing group rotating shaft (7) extending outward from the fuselage (1) are matched and symmetrically installed with wing group trusses (8) and are matched and connected to the upper wing (2) and the lower wing (3) respectively through the wing group trusses (8); The upper wing (2) and the lower wing (3) are both symmetrically mounted with wing servo motors (9) and wing rotary joints (10) at both ends extending outward from the fuselage (1); each wing servo motor (9) is electrically connected to the airborne control system, and its power output end is matched and connected with a wing shaft (11); the wing shaft (11) is matched and connected with one end of the wing group truss (8) close to the wing, so as to adjust the angle of attack of the upper wing (2) and the lower wing (3) through the rotational motion output by the wing servo motor (9); and the wing shaft (11) is also matched and articulated with the wing rotary joint (10); The angles of attack of the fuselage (1) and the wings are decoupled via the wing rotary joint (10); the relative spatial positions and flow interactions between the upper wing (2) and the lower wing (3) are regulated via the wing group rotating shaft (7) and the wing group truss (8) to produce a high-lift double-wing layout adapted to different flight conditions and stages.

2. The deformable biplane aircraft according to claim 1, wherein: The wing shaft (11) is connected to one end of the wing assembly truss (8) close to the upper wing (2) or the lower wing (3) through a matching gear bearing structure; the variation interval of the wing attack angle is determined by the number of teeth of the gear bearing structure.

3. The deformable biplane aircraft according to claim 1, wherein: The wing rotating shaft (11) is articulated with the wing rotating joint (10) through a bearing structure.

4. The deformable biplane aircraft according to claim 1, wherein: The wing assembly rotating shaft (7) and the wing assembly truss (8) are both made of high-strength lightweight materials.

5. The transformable biplane aircraft according to claim 1, wherein: A tail servo is matched and arranged inside the tail end of the fuselage (1); the tail servo is electrically connected to the airborne control system, and a rudder shaft is matched and installed at its power output end.

6. The deformable biplane aircraft according to claim 5, characterized in that: The tail wing (4) is matched and mounted on the tail end of the fuselage (1) and adopts an upward inverted V-shaped tail wing, which is composed of a fixed tail wing stabilizer and a movable trailing edge rudder surface; the tail wing stabilizer is matched and fixedly connected to the fuselage (1); the trailing edge rudder surface is matched and hinged to the tail wing stabilizer and matched and connected to the rudder shaft of the tail wing servo.

7. The transformable biplane aircraft according to claim 1, wherein: The aircraft further comprises a belly vertical stabilizer (5); the belly vertical stabilizer (5) is matched and vertically mounted on the belly at the tail end of the fuselage (1).

8. The transformable biplane aircraft according to claim 1, wherein: The propeller (6) is matched and installed at the rearmost end of the fuselage (1) and adopts a propeller propeller.

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