Unmanned aerial vehicle and design method thereof

Abstract

The invention discloses an unmanned aerial vehicle and a design method thereof. The design method comprises the following steps: determining a wing layout according to an influence flight effect and a use scene; materials used for manufacturing the airframe are determined based on the strength and light weight requirements of the airframe; according to the load, space utilization and aerodynamic performance requirements, the structure types of the wings and the fuselage are selected; a convenient dismounting function is met, the machine body is designed in a modularized and segmented mode, and a rapid dismounting mode is determined; and modeling the body by using modeling software. The flying stability and maneuverability are remarkably improved through the combination of the combined wing layout design and the rhombus structure formed by the sweepback front wings and the sweepforward rear wings, and the airport monitoring requirement under the severe weather condition is effectively met; the modularized segmented design is adopted to realize quick disassembly and assembly of wings and fuselage parts, and the whole machine can be disassembled for transportation and can be quickly deployed in a narrow airport space while the advantages of long endurance and large load of the fixed-wing unmanned aerial vehicle are kept.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) technology, and in particular to a UAV and its design method. Background Technology

[0002] Currently, civilian drones are mainly divided into two categories: fixed-wing and multi-rotor. However, their technical characteristics are significantly at odds with the requirements of airport environments. While fixed-wing drones have advantages such as long range and heavy payload, their reliance on long runways for takeoff and landing makes them unsuitable for deployment in airport areas with limited space, and their inability to hover results in insufficient support for refined monitoring tasks. Multi-rotor drones, although capable of vertical takeoff and landing and hovering, are limited by battery life and payload capacity, failing to meet the rigid requirements of long endurance and large payloads in scenarios such as airport security and large-area inspections. Furthermore, both types of drones lack modular design, and the fixed overall structure leads to low transportation and deployment efficiency, making it difficult to quickly respond to dynamic airport mission requirements. Especially in scenarios such as high-intensity inspections and emergency response, the inability to modularly replace the structure results in high maintenance costs and delayed response times. Therefore, we propose a drone and its design method to address these issues. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of the prior art and provide a drone and its design method.

[0004] The objective of this invention is achieved through the following technical solution:

[0005] A method for designing an unmanned aerial vehicle (UAV), the method comprising:

[0006] S100: The wing layout is determined based on its impact on flight performance and usage scenarios;

[0007] S200: Based on the requirements of body strength and lightweighting, determine the materials used in the manufacture of the body;

[0008] S300: Select the wing and fuselage structure types based on load, space utilization, and aerodynamic performance requirements;

[0009] S400: To facilitate easy disassembly, the machine body is designed with modular segments to determine a quick disassembly and assembly method;

[0010] S500: Modeling the body using modeling software.

[0011] Preferably, in S100,

[0012] Flight performance includes cruise time, cruise speed, maneuverability, and flight stability.

[0013] Use cases include: severe weather, takeoff and landing spaces, and flight missions;

[0014] Based on flight performance and usage scenarios, a combined wing configuration was adopted, which combines a swept-back forewing and a swept-back wing.

[0015] Preferably, in S200, the body is determined to be made of composite material based on the specific strength, specific modulus and machinability of the material, and the interior of the body is made of alloy material based on the load-bearing capacity.

[0016] Preferably, in the S300, a twin-spar wing is selected based on weight, internal space size, skin thickness, and skin openings, and a truss fuselage is selected based on the size of the hatch openings.

[0017] Preferably, the front spars are positioned at 19% to 25% of the wing chord length based on the wing's bending resistance and load requirements, and the rear spars are positioned at 55% to 65% of the wing chord length based on the wing's torsional resistance.

[0018] Preferably, the wing includes a forewing and a rearwing, and the forewing and rearwing together form a rhombus shape.

[0019] Preferably, the wing includes ailerons, the wingspan of which is 1 / 5 to 1 / 6 of the wingspan of the wing, and the chord of which is 1 / 4 to 1 / 5 of the chord of the wing.

[0020] This application also provides a drone designed by any of the drone design methods described above, the drone comprising:

[0021] body;

[0022] Two canards are mounted on either side of the fuselage;

[0023] Two rear wings are mounted on both sides of the fuselage, and the end of the rear wing on the same side is connected to the front wing. The rear wing and the front wing are at a first preset angle.

[0024] Two tail fins are fixedly mounted at the rear of the fuselage, and the two tail fins are at a second preset angle.

[0025] Preferably, the fuselage includes a front part, a middle part, and a tail part, which are fixedly connected. The forewing is fixedly mounted on the front part of the fuselage, the forewing is fixedly mounted on the middle part of the fuselage, and the tail fin is fixedly mounted on the tail part of the fuselage.

[0026] Preferably, the forewing includes a wing root portion, which is fixedly mounted on the fuselage. A connecting portion is fixedly provided at the end of the wing root portion away from the fuselage. The connecting portion is fixedly connected to the rear wing. A wingtip portion is fixedly provided at the end of the connecting portion away from the wing root portion.

[0027] The present invention has the following advantages:

[0028] 1. This invention significantly improves flight stability and maneuverability by combining a swept-back forewing with a swept-back rearwing to form a diamond structure, effectively adapting to airport monitoring needs under adverse weather conditions. The modular, segmented design enables rapid assembly and disassembly of wing and fuselage components, retaining the advantages of long endurance and high payload of fixed-wing UAVs while allowing for disassembled transport and rapid deployment in confined airport spaces. The combined application of composite and alloy materials achieves lightweight design while ensuring airframe strength, improving payload capacity and endurance. The innovative double-spar wing and truss fuselage structure ensures bending and torsional resistance while providing large equipment hatches, addressing the common problems of low space utilization in traditional fixed-wing UAVs and limited payload in multi-rotor UAVs. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the design method of the present invention.

[0030] Figure 2 This is a schematic diagram of the overall structure of the UAV of the present invention.

[0031] Figure 3 This is a schematic diagram of the unmanned aerial vehicle (UAV) state guarantee structure of the present invention.

[0032] Figure 4 This is a schematic diagram of the internal structure of the wing of the present invention.

[0033] Figure 5 This is a schematic diagram of the wing beam structure of the present invention.

[0034] In the diagram, 100 is the fuselage; 110 is the front of the fuselage; 120 is the middle of the fuselage; 130 is the tail of the fuselage; 200 is the canard; 210 is the wing root; 220 is the connecting part; 230 is the wingtip; 300 is the rear wing; 410 is the wing spars; 411 is the main spars; 412 is the secondary spars; 420 is the flange; 430 is the wing rib; 431 is the weight reduction hole; and 440 is the reinforcing rib. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0036] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0037] like Figures 1 to 5 The example shown.

[0038] This application describes a UAV design method, which mainly involves systematic design based on specific needs. Specifically, the design method includes:

[0039] S100: The wing layout is determined based on its impact on flight performance and usage scenarios;

[0040] S200: Based on the requirements of body strength and lightweighting, determine the materials used in the manufacture of the body;

[0041] S300: Select the wing and fuselage structure types based on load, space utilization, and aerodynamic performance requirements;

[0042] S400: To facilitate easy disassembly, the machine body is designed with modular segments to determine a quick disassembly and assembly method;

[0043] S500: Modeling the body using modeling software.

[0044] In the aforementioned S100, flight performance includes cruise time, cruise speed, maneuverability, and flight stability; usage scenarios include adverse weather conditions, takeoff and landing space, and flight missions; based on the flight performance and usage scenarios, a combined wing configuration is adopted, which combines the swept-back forewing and the swept-back wing.

[0045] In this embodiment, the wing includes a forewing and a rearwing, and the forewing and rearwing together form a rhombus shape.

[0046] Existing drones typically include fixed-wing drones and multi-rotor drones. Specifically, existing fixed-wing drones generally have advantages such as high flight speed, long range, and strong payload capacity. Fixed-wing aircraft can quickly reach target areas, improving mission execution efficiency and are suitable for time-sensitive tasks such as rapid reconnaissance and emergency rescue. Furthermore, fixed-wing aircraft can usually carry heavier payloads and be equipped with more sensors, communication equipment, or other items to meet the needs of different missions. However, due to the limitations of their structure, fixed-wing aircraft require runways or launch devices to take off, making them difficult to deploy and use in areas with complex terrain or limited space. They are also greatly affected by geographical location and cannot hover, making them less suitable for tasks requiring fixed-point observation and precise operation.

[0047] Rotary-wing drones have a simple mechanical structure, directly driving the propeller to rotate and provide lift. They are easy to manufacture, maintain and operate, and have low cost. They can also perform tasks such as hovering and fixed-point shooting. Because rotary-wing drones can take off and land vertically, they have low requirements for geographical location. However, rotary-wing drones usually rely mainly on electric power (batteries), resulting in short flight time and the inability to operate for long periods of time. Due to the lift generated by the rotor, they cannot carry heavy loads and cannot meet high-payload tasks. Furthermore, they have poor wind resistance and are greatly affected by severe weather.

[0048] It should be noted that, compared to existing fixed-wing aircraft, the joined-wing design, through the connection of the wingtips of the fore and aft wings to form a closed frame structure, significantly improves overall rigidity. This layout effectively distributes flight loads, reduces the risk of wing bending and flutter, and is particularly suitable for high-speed or high-maneuverability flight. In contrast, traditional fixed-wing aircraft (such as biplanes) rely on the fuselage and tail for stability, resulting in lower structural redundancy. Furthermore, the diamond-shaped layout of the joined-wing reduces induced drag from wingtip vortices through the synergistic effect of the fore and aft wings, thereby improving the lift-to-drag ratio. Traditional fixed-wing aircraft have large wingtip vortices, which significantly increase energy loss, especially at low speeds. This characteristic of the joined-wing can extend range or reduce fuel consumption, increasing cruise time. Moreover, in the joined-wing layout, the fore and aft wings can each perform different aerodynamic functions (such as lift distribution or control surface linkage), enhancing pitch and roll control capabilities; traditional fixed-wing aircraft mainly rely on the tail and ailerons to adjust attitude, resulting in a relatively slow response speed. The closed frame structure of the wing-connected design reduces the reinforcing components required by traditional fixed wings, thereby reducing empty weight and increasing payload capacity; for example, the wing-connected design may integrate fuel or equipment into the wing-body connection, optimizing space utilization.

[0049] To meet the requirements of flight performance and usage scenarios, namely the need for the aircraft to meet the requirements of long-distance, high-speed, high-maneuverability, high-payload operation, and usability in adverse weather conditions, a fixed-wing aircraft was selected. Specifically, the UAV of this application adopts a combined wing configuration, integrating a swept-back forewing and a swept-back wing. For details, please refer to [reference needed]. Figure 1 The layout shown.

[0050] Furthermore, to improve the maintainability and assemblability of the drone, the entire airframe can be modularly designed. Specifically, the forewings, tail fins, and fuselage can be connected by a detachable structure to facilitate modularization and subsequent maintenance.

[0051] Based on the wing layout, materials used, wing and fuselage structure types, and assembly and disassembly methods adopted above, 3D modeling software is used to create a model. After the modeling is completed, the entire airframe is simulated and analyzed to determine the rationality of the design. The advantages and disadvantages are then addressed through structural optimization. The simulation and structural optimization are repeated until the design requirements are met. For example, fluid mechanics, structural mechanics, and thermal analysis can be used for analysis. If necessary, a real aircraft model can be manufactured for testing.

[0052] In one embodiment, in the above S200, the body is determined to be made of composite material based on the specific strength, specific modulus and machinability of the material, and the interior of the body is made of alloy material based on the load-bearing capacity.

[0053] To further meet the load-bearing requirements of heavier instruments or items, it is necessary to consider reducing the weight of the fuselage. Therefore, the choice of materials for the fuselage is crucial. The fuselage must meet both weight and overall strength requirements. To meet the load capacity, low-weight, high-strength materials should be selected. Currently, aluminum alloys are generally used, which have the characteristics of being lightweight, as well as excellent forging and plastic processing properties. Titanium alloys are generally used in aerospace, but their high cost makes them unsuitable for large-scale UAV production. Since composite materials have high specific strength and specific modulus, composite materials are used for the fuselage. Specifically, the main body of the UAV is made of carbon fiber or epoxy resin-based composite materials. To ensure internal support, alloy materials can be used for the parts that need support inside the fuselage. Specifically, aluminum alloys can be used, as they are inexpensive and readily available on the market.

[0054] The S300 uses a twin-spar wing based on weight, internal space size, skin thickness, and skin openings, and a truss fuselage based on the size of the hatch openings.

[0055] Existing wing structures include monolithic configurations with dense, strong stringers and thick skin as the core, featuring a small number of beam / wall structures with low strength. While ensuring aerodynamic shape, these structures have poor adaptability to skin openings and limited internal space utilization. Multi-web configurations employ a discrete rib layout (concentrated at the root tip and key stress points), lacking stringers but featuring multiple webs. The thick skin characteristics are similar to the monolithic configuration, offering excellent spanwise stiffness but lower weight efficiency. Beam configurations are characterized by thin skin, weak stringers, and strong beam systems. Single-beam / double-beam designs significantly improve the adaptability to skin openings. In particular, the double-beam configuration, through symmetrical force transmission path optimization, combines structural efficiency with advantages in equipment installation space. Therefore, this application selects a double-beam wing after comparing the three wing types.

[0056] Furthermore, based on comprehensive performance evaluation, the double-beam configuration demonstrates core advantages among the three schemes: it achieves structural lightweighting through the symmetrical layout of the double beams, and its longitudinal through beams form a natural central load-bearing area, providing unobstructed installation space for key equipment such as optical imaging devices, while effectively dispersing the stress concentration problem caused by large openings.

[0057] Regarding the structure of the fuselage, existing fuselages are usually frame-type fuselages, monocoque fuselages, and semi-monocoque fuselages, among which semi-monocoque fuselages include stringer-type and truss-beam-type fuselages. Firstly, early low-speed aircraft mostly used a frame structure, but due to its poor torsional stiffness, aerodynamic performance, and inefficient use of internal volume, it is now only used in some small low-speed aircraft. Secondly, the stringer structure is characterized by small local deformation of the fuselage; however, because this structure lacks strong stringers, it is not easy to open large hatches. If necessary, special reinforcements should be used in appropriate places. Most common civil aircraft currently use stringer structures. Thirdly, the monocoque structure is characterized by thick skin and no longitudinal members. Even though it has a strong load-bearing capacity, its main problem is that it is much heavier than a semi-monocoque fuselage. In comparison, the stringer structure better meets the requirements of this application because it uses strong stringers, which allows for large openings in the skin and facilitates loading.

[0058] Based on the confirmed wing layout, wing type, and fuselage type, the force transmission between various components can be derived. Aerodynamic forces are transmitted from the external skin to the wing ribs and spars, the web of the spars bears the shear force transmitted from the wing ribs, and finally to the fuselage through the structure connected to the fuselage.

[0059] Based on the wing's bending resistance and load requirements, the front spar is positioned at 19%–25% of the wing chord length, and based on the wing's torsional resistance, the rear spar is positioned at 55%–65% of the wing chord length. In this embodiment, while ensuring design requirements are met, the front spar is positioned at 22% of the chord length, and the rear spar is positioned at 60% of the chord length. Of course, in practice, the front spar and its position can be set at different locations according to different application needs, load requirements, overall aircraft weight, mechanical structure requirements, etc., and no specific limitation is made here.

[0060] In this embodiment, the wing includes an aileron, the wingspan of which is 1 / 5 to 1 / 6 of the wingspan of the wing, and the chord of which is 1 / 4 to 1 / 5 of the chord of the wing.

[0061] In the above, the wing includes a canard and aft wing, and both the canard and aft wing have ailerons. The wingspan of the ailerons at the canard and aft wing positions is 1 / 5 to 1 / 6 of the wingspan of the canard and aft wing, and the chord of the ailerons at the canard and aft wing positions is 1 / 4 to 1 / 5 of the wingspan of the canard and aft wing. The specific values ​​can be selected according to actual needs and are not limited here.

[0062] This embodiment also provides a drone designed using the aforementioned drone design method. Specifically, the drone includes a fuselage 100, two forewings 200, two rear wings 300, and two tail fins 400. Specifically, the forewings 200 are mounted on both sides of the fuselage 100, and the rear wings 300 are mounted on both sides of the fuselage 100. The ends of the rear wings 300 on the same side are connected to the forewings 200. The rear wings 300 and the forewings 200 form a first preset angle. The tail fins 400 are fixedly mounted on the tail of the fuselage 100, and the two tail fins 400 form a second preset angle.

[0063] In this embodiment, the two forewings 200, the rear wing 300, and the tail fin 400 are symmetrically distributed about the fuselage, and the two forewings 200 and the rear wing 300 form a diamond shape, as detailed in the reference. Figure 1 Illustration.

[0064] Furthermore, the angle between the forewing 200 and the rear wing 300, i.e., the first preset angle, is 50° to 70°, and the angle between the two tail wing 400, i.e., the second preset angle, is between 55° and 65°.

[0065] The fuselage 100 includes a front fuselage 110, a middle fuselage 120, and a tail fuselage 130, which are fixedly connected. The forewing 200 is fixedly mounted on the front fuselage 110, the forewing 200 is fixedly mounted on the middle fuselage 120, and the tail wing 400 is fixedly mounted on the tail fuselage 130.

[0066] In this embodiment, the machine is modularly designed. To facilitate easy disassembly and installation of the whole machine, the front wing 200 and the front part of the fuselage 110, the rear wing 300 and the middle part of the fuselage 120, and the tail wing 400 and the tail part of the fuselage 130 can be installed using a disassembly structure, which facilitates subsequent maintenance and disassembly. The specifics are described in detail below.

[0067] The forewing 200 includes a wing root portion 210, which is fixedly mounted on the fuselage 100. A connecting portion 220 is fixedly provided at the end of the wing root portion 210 away from the fuselage 100. The connecting portion 220 is fixedly connected to the rear wing 300. A wingtip portion 230 is fixedly provided at the end of the connecting portion 220 away from the wing root portion 210.

[0068] Please see Figure 2 As shown, in this embodiment, the rear wing 300 is connected to the connecting part 220, so that the front wings 200 and the rear wing 300 are connected to form a rhomboid shape, thereby meeting the requirements of the UAV for payload, maneuverability, lift and other aspects.

[0069] In this embodiment, the forewing has a sparsity 410, on which ribs 430 are mounted, and flanges 420 are also connected. The sparsity 410, flanges 420, and ribs 430 meet the strength requirements of the entire wing body. Furthermore, some of the ribs 430 are replaced by reinforcing ribs 440, further improving the overall strength of the wing body. The main function of the ribs 430 is to connect the sparsity 410 to the skin as a whole, and at the same time, to transfer force to the sparsity 410, maintaining the wing's stability. The shape of the body, and the reinforcing ribs 440 are used to bear concentrated loads. In this embodiment, there are multiple wing ribs 430 along the wingspan direction. Specifically, there are 14 wing strips 420 and 10 reinforcing ribs 440 along the wingspan direction. Six reinforcing ribs 440 are connected to the ailerons, and the other four are connected to the rear wing 300. The maximum distance between the wing ribs 430 and between the wing ribs 430 and the reinforcing ribs 440 is 400mm. The thickness of the wing ribs 430 is 5mm, and the thickness of the reinforcing ribs 440 is 7mm.

[0070] In this embodiment, refer to Figure 4 As shown, the wing spars 410 include a main spars 411 and a secondary spars 412, both of which are fixedly connected to the fuselage 100. In order to further reduce the weight of the whole aircraft by opening multiple weight-reducing holes 431 on the wing ribs 430 while ensuring the overall strength remains unchanged.

[0071] The wing also includes stringers, which are longitudinal support structures for the skin. They mainly bear some of the shear stress generated by aerodynamic forces. In this embodiment, the stringers are mainly used for overall load bearing. When the wing bends and generates axial force, the skin on the upper surface of the wing will be under pressure due to the upward bending of the wing, which can easily cause buckling and instability. By setting stringers, the critical buckling load can be increased, thereby improving its stability.

[0072] In this embodiment, the cross-section of the stringer is usually of various types such as Y-shaped, cap-shaped, T-shaped and L-shaped. However, stringers with Y-shaped and cap-shaped cross-sections are integrated with the skin and have strong load-bearing capacity, but they are more complicated to manufacture and more expensive. Therefore, the joint-wing UAV in the application uses stringers with L-shaped cross-sections to ensure that it is easy to manufacture. Four stringers are provided on the upper and lower wing surfaces.

[0073] The canard 200 and / or aft 300 also have ailerons, which, like the wing, include spars, ribs, and skin. During normal flight, wing deformation can cause the aileron pivot to bend, making it difficult to control and even potentially causing it to jam. Therefore, some aircraft divide the aileron into several parts, each directly connected to the wing and unaffected by other parts. The spars of each part are then connected using universal joints or hinged joints, allowing torque transmission without affecting the overall aileron design. Furthermore, flutter and other phenomena must be considered, so the aileron's center is positioned at or slightly forward of the pivot. However, since the pivot is often closer to the front, weight balance is considered during aileron design.

[0074] In this embodiment, the tail fin 400 should have a smooth surface to reduce air resistance. In addition to meeting mechanical properties such as strength and stiffness, its structure should also meet weight requirements, and its installation structure should facilitate modular installation and disassembly.

[0075] Furthermore, to facilitate assembly and disassembly, the tail fin needs to be rationally segmented, and preliminary designs for each segment and its separation surfaces are required; the design concept is similar to that of the wing structure. The V-tail is designed in three parts: the left V-tail, the right V-tail, and the central connecting area, with a portable connection method used in the structural connecting area. A double-spar structure is also chosen, and the cross-sectional shape of the front and rear spars is still rectangular in the initial structural design of the tail fin.

[0076] The fuselage 100 includes bulkheads, which are typically of two types: ordinary bulkheads and reinforced bulkheads. Ordinary bulkheads can support longitudinal structures such as beams without bearing a large load. Reinforced bulkheads, on the other hand, have more than just these functions; they can also support components such as wings. These components are generally very complex in structure and have a large load-bearing capacity, which is difficult to complete using composite materials alone. Therefore, they are basically made of metal parts and forgings. Specifically, the bulkheads are made of aluminum alloy.

[0077] In this embodiment, the fuselage is also suitable for a truss design. Typically, four trusses are used to make full use of the fuselage space, and their positions are as close as possible to the skin. The number of trusses should also be limited. Truss cross-sections are typically T-shaped, [-shaped, L-shaped, etc. Similarly, the T-shaped truss has the best material utilization rate compared to other shapes, but the cost of composite materials is relatively high. Therefore, considering all factors, the cross-sections of all four trusses are circular, and all are straight carbon fiber tubes, which facilitates the connection between the front and rear fuselages.

[0078] The connections between various components of the fuselage typically employ adhesive bonding, mechanical connections, hybrid connections, and other methods, avoiding situations where drilling would cause stress concentration. However, these connections are non-removable. Mechanical connections include riveting and bolting. Common hybrid connections include adhesive-riveting hybrid connections and adhesive-screw hybrid connections. These connections offer the advantages of high strength and the ability to prevent the adhesive from loosening. In this embodiment, hybrid connections, i.e., connections combining mechanical and adhesive bonding, can be used between components as needed.

[0079] In this application, for ease of transport, a separation surface design is required for the wing, necessitating the connection between the outer wing and the outer wing. A rectangular cross-section carbon fiber tube is present within the wing spars, and spring pins are used on the leading crossbar of the outer wing to restrict the freedom of movement at the mid-section and outer wing edges. During assembly, a screwdriver-like object is inserted into the spring pin hole in the mid-section of the wing, and then the spring pin is pressed, allowing the outer wing flap to be pulled out.

[0080] In this embodiment, the main spars of the wings (forewing and rearwing) are fixedly connected to the reinforcing frame of the fuselage by means of lugs, thereby achieving a fixed connection between the wings and the fuselage. Similarly, the tail fin is connected to the reinforcing frame of the fuselage by means of lugs.

[0081] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for designing an unmanned aerial vehicle (UAV), characterized in that: include: S100: The wing layout is determined based on its impact on flight performance and usage scenarios; S200: Based on the requirements of body strength and lightweighting, determine the materials used in the manufacture of the body; S300: Select the wing and fuselage structure types based on load, space utilization, and aerodynamic performance requirements; S400: To facilitate easy disassembly, the machine body is designed with modular segments to determine a quick disassembly and assembly method; S500: Modeling the body using modeling software.

2. The UAV design method according to claim 1, characterized in that: In S100, Flight performance includes cruise time, cruise speed, maneuverability, and flight stability. Use cases include: severe weather, takeoff and landing spaces, and flight missions; Based on flight performance and usage scenarios, a combined wing configuration was adopted, which combines a swept-back forewing and a swept-back wing.

3. The UAV design method according to claim 1, characterized in that: In S200, composite materials are used for the body based on the specific strength, specific modulus, and machinability of the materials, while alloy materials are selected for the interior of the body based on the load-bearing capacity.

4. The UAV design method according to claim 1, characterized in that: The S300 uses a twin-spar wing based on weight, internal space size, skin thickness, and skin openings, and a truss fuselage based on the size of the hatch openings.

5. The UAV design method according to claim 1, characterized in that: Based on the wing's bending resistance and load requirements, the front spars are positioned at 19% to 25% of the wing chord length, while based on the wing's torsional resistance, the rear spars are positioned at 55% to 65% of the wing chord length.

6. The UAV design method according to claim 1, characterized in that: The wing includes a forewing and a rearwing, and the forewing and rearwing together form a rhombus shape.

7. The UAV design method according to claim 1, characterized in that: The wing includes ailerons, the wingspan of which is 1 / 5 to 1 / 6 of the wingspan of the wing, and the chord of which is 1 / 4 to 1 / 5 of the chord of the wing.

8. A drone, designed by the drone design method according to any one of claims 1 to 7, characterized in that, Drones include: fuselage (100); Two forewings (200) are mounted on either side of the fuselage (100); Two rear wings (300) are mounted on both sides of the fuselage (100). The end of the rear wing (300) on the same side is connected to the front wing (200). The rear wing (300) and the front wing (200) are at a first preset angle. Two tail fins (400) are fixedly installed at the tail of the fuselage (100), and the two tail fins (400) are at a second preset angle.

9. The unmanned aerial vehicle (UAV) according to claim 8, characterized in that: The fuselage (100) includes a front part (110), a middle part (120), and a tail part (130), which are fixedly connected. The forewing (200) is fixedly mounted on the front part (110), the forewing (200) is fixedly mounted on the middle part (120), and the tail fin (400) is fixedly mounted on the tail part (130).

10. A drone according to claim 8 or 9, characterized in that: The forewing (200) includes a wing root (210) which is fixedly mounted on the fuselage (100). A connecting portion (220) is fixedly provided at the end of the wing root (210) away from the fuselage (100). The connecting portion (220) is fixedly connected to the rear wing (300). A wingtip portion (230) is fixedly provided at the end of the connecting portion (220) away from the wing root (210).

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