Vertical take-off and landing variant layout aircraft

Abstract

The invention discloses a vertical take-off and landing variant layout aircraft, and particularly relates to the technical field of aircrafts, the vertical take-off and landing variant layout aircraft comprises a fuselage, two fixed wings, two movable wings and four rotors, the fuselage is provided with two sliding rails extending from the head to the tail of the fuselage, the two fixed wings are installed on the lower side of the head of the fuselage, and the two movable wings are installed on the two sliding rails. The two movable wings can respectively slide along one slide rail and are locked, and the front sides of the fixed wing and the movable wings are respectively and fixedly provided with one rotor wing; in the vertical take-off and landing mode, the two movable wings are locked at the ends, close to the head of the fuselage, of the sliding rails, so that the four rotors are located on the same plane; in the transition conversion mode, the two movable wings slide on the sliding rails in the direction from the head of the fuselage to the tail of the fuselage; in the cruise flight mode, the two movable wings are locked at the ends, close to the tail of the fuselage, of the sliding rails. The structure weight can be reduced, pneumatic interference is reduced, the take-off and landing stability and transition stage energy efficiency are improved, and the problems of aeroelastic coupling and wing airflow blocking are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft technology, in particular to a vertical take-off and landing variable configuration aircraft. BACKGROUND

[0002] The vertical take-off and landing aircraft has significant advantages in the fields of military reconnaissance, logistics transportation, urban air traffic, etc. due to its low dependence on landing sites. The current mainstream vertical take-off and landing aircraft mainly includes two types of multi-rotor layout and tail seat layout. However, the multi-rotor layout aircraft has high efficiency in the hovering stage, but low aerodynamic efficiency in the flat flying state, making it difficult to achieve high-speed cruising and long flight time. Although the tail seat layout is simple in structure, the controllability and stability in the take-off and landing stage are poor, which limits its wide application.

[0003] In order to balance the vertical take-off and landing capability and high-efficiency cruising performance, vertical take-off and landing fixed-wing aircraft emerges as the times require. Such aircraft can not only take off and land vertically and hover like a helicopter, but also cruise efficiently like a fixed-wing aircraft, with the advantages of long range, high speed and long flight time, and at the same time, it is free from dependence on the runway, greatly expanding the task adaptability. At present, vertical take-off and landing fixed-wing aircraft is mainly divided into three types: lift-thrust compound type (lift propeller + thrust propeller + fixed wing), tail seat type (vertical take-off and then converted to flat flying) and tilt rotor / airfoil type (rotor or airfoil tilting as a whole).

[0004] However, the lift-thrust compound type has complex structure and weight increase due to the simultaneous mounting of lift and cruising two sets of power systems, and there is significant aerodynamic interference between the lift system and the fixed wing; the tail seat type needs large angle of attack attitude in the vertical take-off and landing stage, resulting in poor controllability and low aerodynamic efficiency in the transition stage; the tilt rotor / airfoil type faces the problem of airfoil airflow blocking effect and serious aeroelastic coupling, and the complexity of mechanical structure reduces the system reliability. These inherent defects seriously restrict the improvement of the comprehensive performance of the vertical take-off and landing aircraft and the expansion of the application range. SUMMARY

[0005] The purpose of the present application is to provide a vertical take-off and landing variable configuration aircraft to solve the problems existing in the prior art, which can reduce the structure weight, reduce the aerodynamic interference, improve the take-off and landing stability and the energy efficiency in the transition stage, and alleviate the problems of aeroelastic coupling and airfoil airflow blocking.

[0006] In order to achieve the above purpose, the present application provides the following solutions: The application provides a vertical take-off and landing variant layout aircraft, which comprises a fuselage, two fixed wings, two movable wings and four rotors, the fuselage is provided with two slide rails extending from the head of the fuselage to the tail of the fuselage, the two slide rails are parallel and symmetrically distributed on the top of the fuselage, the two fixed wings are symmetrically fixedly installed on the lower side of the head of the fuselage, the two movable wings can slide and lock along the slide rails respectively, and one rotor is fixedly installed on the front side of the two fixed wings and the two movable wings; when the aircraft is in a vertical take-off and landing mode, the two movable wings are locked at one end of the slide rails close to the head of the fuselage, so that the four rotors are in the same plane; when the aircraft is in a transition conversion mode, the two movable wings slide on the slide rails in the direction from the head of the fuselage to the tail of the fuselage; when the aircraft is in a cruising flight mode, the two movable wings are locked at one end of the slide rails close to the tail of the fuselage.

[0007] Preferably, the application further comprises four retractable landing gears, and one retractable landing gear is fixedly installed on the two fixed wings and the two movable wings.

[0008] Preferably, the fixed wing comprises a fixed telescopic wing and a fixed outer wing, the fixed end of the fixed telescopic wing is fixedly connected with the fuselage, the telescopic end of the fixed telescopic wing is fixedly connected with one retractable landing gear, and the fixed outer wing is fixedly connected with the side of the retractable landing gear away from the fixed telescopic wing; the movable wing comprises a movable telescopic wing and a movable outer wing, the movable telescopic wing is of telescopic structure, the fixed end of the movable telescopic wing is fixedly connected with the fuselage, the telescopic end of the movable telescopic wing is fixedly connected with another retractable landing gear, and the movable outer wing is fixedly connected with the side of the retractable landing gear away from the movable telescopic wing; and the rotor is installed on the retractable landing gear.

[0009] Preferably, when the aircraft is in a vertical take-off and landing mode, the two fixed wings and the two movable wings are diagonally distributed on the fuselage.

[0010] Preferably, the fixed telescopic wing has a 45° downward reflex angle, the included angle between the fixed outer wing and the fixed telescopic wing is 135°, the movable telescopic wing has a 45° upward reflex angle, and the included angle between the movable outer wing and the movable telescopic wing is 135°.

[0011] Preferably, the adjacent rotors rotate in opposite directions, and the opposite rotors rotate in the same direction.

[0012] Preferably, the fixed outer wing comprises a fixed aileron for attitude control, and the movable outer wing comprises a movable aileron for attitude control.

[0013] Preferably, the wing tip of the fixed outer wing and the wing tip of the movable outer wing are provided with an upper dihedral angle and a forward sweep angle.

[0014] Preferably, the rotor is a variable pitch rotor.

[0015] Preferably, the retractable landing gear comprises a landing gear cabin and a landing gear body, the landing gear cabin is used to accommodate and protect the landing gear body when the landing gear body is retracted.

[0016] The present application has the following technical effects relative to the prior art: The present application provides a vertical take-off and landing variable layout aircraft, comprising a fuselage, two fixed wings, two movable wings and four rotors, the two fixed wings are fixed to the lower side of the head of the fuselage, the two movable wings slide and lock with the slide rail on the top of the fuselage, and the four rotors are fixed on the front side of the two fixed wings and the two movable wings. In the vertical take-off and landing mode, the movable wings are locked at the head end of the slide rail to make the four rotors coplanar, and the aircraft has the characteristics of no need of runway and flexible take-off and landing. In the transition conversion mode, the fuselage is gradually adjusted from vertical to horizontal, and the movable wings slide along the slide rail from the head to the tail, which can gradually change the contribution ratio of the wing aerodynamic lift, avoid the sudden change of the lift source, and ensure the more stable attitude of the fuselage and the lower energy loss. In the cruising flight mode, the movable wings are locked at the tail end of the slide rail, so that the fixed wings and the movable wings jointly provide the main lift, and the rotors are switched to the high-speed axial flow state to overcome the resistance, which not only makes up for the shortcomings of low cruising efficiency and short endurance of the multi-rotor, but also adjusts the layout of the movable wings on the fuselage by sliding the movable wings along the slide rail, so that the structure is simpler and the components are fewer. Moreover, the movable wings only need to slide and lock along the slide rail, without complex transmission structure, which significantly reduces the structure weight, and finally realizes the three advantages of flexible take-off and landing, stable transition and high-efficiency cruising. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments. Obviously, the drawings described below only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.

[0018] Figure 1 It is a structural schematic diagram of the vertical take-off and landing variable layout aircraft. Figure 2 It is a front view of the vertical take-off and landing variable layout aircraft in the vertical take-off and landing mode. Figure 3 It is a top view of the vertical take-off and landing variable layout aircraft in the vertical take-off and landing mode. Figure 4 It is a left view of the vertical take-off and landing variable layout aircraft in the vertical take-off and landing mode. Figure 5 An isometric view of a transition mode of the vertical take-off and landing variant layout aircraft; Figure 6 A front view of a transition mode of the vertical take-off and landing variant layout aircraft; Figure 7 An isometric view of a cruise mode of the vertical take-off and landing variant layout aircraft; Figure 8 A front view of a cruise mode of the vertical take-off and landing variant layout aircraft; Figure 9 A schematic view of the vertical take-off and landing variant layout aircraft in transition between three modes.

[0019] In the figure: 1 - fuselage; 11 - slide rail; 2 - fixed wing; 21 - fixed retractable wing; 22 - fixed outboard wing; 23 - fixed aileron; 3 - movable wing; 31 - movable retractable wing; 32 - movable outboard wing; 33 - movable aileron; 4 - rotor; 5 - retractable landing gear; 51 - landing gear cabin; 52 - landing gear body. DETAILED DESCRIPTION

[0020] The technical solutions in the embodiments of the present application will be apparently and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without any creative work fall within the protection scope of the present application.

[0021] The present application aims to provide a vertical take-off and landing variant layout aircraft to solve the problems in the prior art, reduce the structure weight, reduce the aerodynamic interference, improve the take-off and landing stability and the energy efficiency in the transition stage, and alleviate the problems of aeroelastic coupling and wing airflow blockage.

[0022] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the present application will be further described in detail below with reference to the drawings and specific embodiments.

[0023] The present application provides a vertical take-off and landing variant layout aircraft, as shown in Figures 1-9As shown, the aircraft includes a fuselage 1, two fixed wings 2, two movable wings 3, and four rotors 4. The fuselage 1 has two parallel and symmetrically distributed rails 11 extending from the nose to the tail. The two fixed wings 2 are symmetrically fixedly mounted on the lower side of the nose of the fuselage 1. The two movable wings 3 can slide along one of the rails 11 and be locked. A rotor 4 is fixedly mounted on the front side of each of the two fixed wings 2 and the two movable wings 3. When the aircraft is in vertical takeoff and landing (VTOL) mode, the two movable wings 3 are locked to the end of the rail 11 near the nose of the fuselage 1, so that the four rotors 4 are in the same plane. The four rotors 4 rotate at high speed with a positive pitch to generate vertical thrust, easily achieving VTOL functionality, completely eliminating the dependence on a runway, providing the advantages of runway-free and flexible takeoff and landing, and expanding mission adaptability. When the aircraft is in transition mode... As the fuselage 1 gradually adjusts from a vertical to a horizontal position, the two movable wings 3 slide along the slide rail 11 from the nose to the tail of the fuselage 1. This gradually changes the contribution ratio of the wings' aerodynamic lift, avoiding sudden changes in the lift source and ensuring a more stable attitude and lower energy loss for the fuselage 1. As the attitude of the fuselage 1 gradually adjusts from vertical to horizontal, each rotor 4 reduces the proportion of vertical lift by decreasing its rotational speed and increasing its collective pitch. The wings also adjust their aerodynamic shape in sync, using aerodynamic lift to assist in a smooth mode transition. When the aircraft is in cruise flight mode, the two movable wings 3 are locked at the end of the slide rail 11 near the tail of the fuselage 1. The fixed wing 2 and the movable wings 3 work together to provide the main lift for the entire aircraft, while the four rotors 4 enter a high-speed axial flow state, mainly used to overcome flight drag. This allows for high-speed cruise in fixed-wing mode, possessing the advantages of long range, high speed, and long flight time of a fixed-wing aircraft. The VTOL vari-plane configuration aircraft achieves a lighter weight and higher aerodynamic efficiency through the coordinated design of an intelligent variator mechanism and optimized power layout, coupled with the sliding connection between the movable wing 3 and the slide rail 11. This effectively avoids the structural complexity and reliability issues associated with traditional folding mechanisms. Furthermore, the VTOL vari-plane configuration aircraft can be quickly reconfigured according to mission requirements and is easy to maintain, offering both flexibility and economic advantages. It can better adapt to different environments, efficiently complete various missions, and meet the application needs of diverse mission scenarios. Simultaneously, by optimizing the power layout and intelligent variator mechanism, structural weight and aerodynamic interference are significantly reduced while ensuring lift and thrust efficiency. Innovative aerodynamic design and flight control strategies effectively improve takeoff and landing stability and energy efficiency during transition phases. The flexible variability of the wings on fuselage 1 mitigates aeroelastic coupling phenomena.

[0024] In a further preferred embodiment of the present invention, the vertical takeoff and landing variant configuration aircraft also includes four retractable landing gears 5. Each of the two fixed wings 2 and two movable wings 3 is fixedly equipped with a retractable landing gear 5. Each retractable landing gear 5 includes a landing gear bay 51 and a landing gear body 52. ​​The landing gear bay 51 is used to accommodate and protect the landing gear body 52 when it is retracted. When the aircraft is in vertical takeoff and landing mode, the aircraft needs to take off from the ground or make smooth contact with the ground. The retractable landing gears 5 are in a fully deployed state to support the entire fuselage 1, maintain balance and stability, and prevent the fuselage 1 from directly contacting the ground and causing damage. They also serve as a buffer and shock absorber. When the aircraft is in transition mode, the aircraft gradually adjusts from a vertical attitude to a horizontal attitude. As the attitude gets closer to horizontal, the four retractable landing gears 5 gradually retract, reducing air resistance, improving flight speed and efficiency, and ensuring flight stability.

[0025] In a further preferred embodiment of the present invention, the fixed wing 2 includes a fixed telescopic wing 21 and a fixed outer wing 22. The fixed end of the fixed telescopic wing 21 is fixedly connected to the fuselage 1, and the telescopic end of the fixed telescopic wing 21 is fixedly connected to a retractable landing gear 5. The fixed outer wing 22 is fixedly connected to the side of the retractable landing gear 5 away from the fixed telescopic wing 21. The movable wing 3 includes a movable telescopic wing 31 and a movable outer wing 32. The movable telescopic wing 31 is a telescopic structure. The fixed end of the movable telescopic wing 31 is fixedly connected to the fuselage 1, and the telescopic end of the movable telescopic wing 31 is fixedly connected to another retractable landing gear 5. The movable outer wing 32 is fixedly connected to the side of the retractable landing gear 5 away from the movable telescopic wing 31. The rotor 4 is mounted on the retractable landing gear 5. When the aircraft is in vertical takeoff and landing mode, the fixed telescopic wing 21 and the movable telescopic wing 31 extend to their maximum length simultaneously, increasing the overall span and area of ​​the wings. This provides a larger aerodynamic control surface, enhancing the stability and maneuverability of the aircraft during low-speed, hovering, or slow-speed flight. When the aircraft is in transition mode, the fixed telescopic wing 21 and the movable telescopic wing 31 retract slowly and synchronously, bringing the wings closer to the fuselage 1. When the aircraft is in cruise mode, the fixed telescopic wing 21 and the movable telescopic wing 31 retract to their cruise length and lock. The retraction of the fixed telescopic wing 21 and the movable telescopic wing 31 reduces the frontal area of ​​the fixed wing 2 and the movable wing 3, thereby reducing air resistance, increasing flight speed, and making it more suitable for long-term high-speed cruise. More preferably, the length of the fixed telescopic wing 21 and the movable telescopic wing 31 in their fully retracted state is 0.5 meters, and the length in their maximum extended state is 0.7 meters. The rotor 4 is not located on the outermost edge of the wing and does not require tilting. This avoids the structural instability risk caused by the aeroelastic coupling of rotor 4 and wing, and eliminates the significant wing blocking effect during takeoff, landing and transition phases. This ensures flight safety while maintaining excellent aerodynamic performance.

[0026] In a further preferred embodiment of the present invention, when the aircraft is in vertical take-off and landing mode, the two fixed wings 2 and the two movable wings 3 are diagonally distributed on the fuselage 1, so that the four rotors 4 form a more balanced support and power distribution in space, avoiding the imbalance of the fuselage 1 caused by the concentration of weight or power on one side; at the same time, the diagonally distributed rotors 4 can achieve more precise attitude adjustment through coordinated control, further improving flight stability.

[0027] In a further preferred embodiment of the present invention, the fixed retractable wing 21 has a 45° dihedral angle, the angle between the fixed outer wing 22 and the fixed retractable wing 21 is 135°, the movable retractable wing 31 has a 45° anhedral angle, and the angle between the movable outer wing 32 and the movable retractable wing 31 is 135°. When the aircraft is in cruise flight mode, the fixed outer wing 22 and the movable outer wing 32 maintain a near-horizontal attitude, providing the main aerodynamic lift for the entire aircraft and ensuring the reliability of long-term flight.

[0028] In a further preferred embodiment of the present invention, adjacent rotors 4 rotate in opposite directions, while diagonally opposite rotors 4 rotate in the same direction, thus canceling out the counter-torque generated when the rotors 4 rotate, preventing the fuselage 1 from rotating uncontrollably, thereby ensuring the stability and controllability of the aircraft during vertical take-off and landing and during flight.

[0029] In a further preferred embodiment of the present invention, the fixed outer wing 22 includes a fixed aileron 23 for attitude control, and the movable outer wing 32 includes a movable aileron 33 for attitude control. When the aircraft is in cruise flight mode, lift is mainly generated by the fixed outer wing 22 and the movable outer wing 32, enabling the aircraft to take off and remain airborne. The fixed aileron 23 and the movable aileron 33 are used to control the aircraft's attitude, especially roll, thereby helping the aircraft to turn and maintain balance. The vertical takeoff and landing variant configuration aircraft adopts a distributed drive design, combined with retractable wings and active control ailerons, which can be quickly reconfigured according to mission requirements and is easy to maintain. Compared with traditional fixed configuration aircraft, it has the advantages of flexibility and economy, better environmental adaptability and mission completion, and is particularly suitable for the application requirements of diverse mission scenarios.

[0030] In a further preferred embodiment of the present invention, both the wingtip of the fixed outer wing 22 and the wingtip of the movable outer wing 32 are provided with an upward dihedral angle and a forward sweep angle. The upward dihedral angle enables the aircraft to fly more stably and is less prone to tipping over; the forward sweep angle enables better airflow at the wingtip, making the aircraft fly more flexibly and less prone to stalling. Together, they improve the flight stability and handling performance of the aircraft. In a further preferred embodiment of the present invention, the rotor 4 is a variable-pitch rotor 4, and each rotor 4 has an independent variable-pitch function. The collective pitch and cyclic pitch of the rotor 4 are adjusted separately through the flight control system. The collective pitch can be precisely adjusted within a wide range of -10° to 70°, providing a basis for adapting to the power requirements of different flight modes. During the vertical takeoff and landing phase, to ensure high hovering efficiency, the rotor 4 adopts a combination of high rotational speed and small pitch. This combination can improve the power response speed through high rotational speed, reduce airflow impact and energy loss with small pitch, and achieve fine hovering control through collective pitch fine-tuning. After entering the cruise phase, to optimize cruise efficiency, the rotor 4 reduces its rotational speed by 20% to reduce motor energy consumption, while increasing the collective pitch according to the incoming airflow speed to compensate for the thrust loss caused by the decrease in rotational speed, ensuring sufficient thrust to overcome flight drag and achieve efficient propulsion. Even if all power fails, the aircraft can still adjust the collective pitch of rotor 4 to put rotor 4 into an autorotation state. It can use the airflow when the fuselage 1 is descending to drive rotor 4 to rotate passively and generate reverse lift, thereby slowing down the descent speed and finally achieving a safe landing, providing an important guarantee for flight safety.

[0031] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A vertical takeoff and landing variant configuration aircraft, characterized in that: The aircraft comprises a fuselage, two fixed wings, two movable wings, and four rotors. The fuselage has two parallel and symmetrically distributed rails extending from the nose to the tail. The two fixed wings are symmetrically fixedly mounted on the lower side of the nose of the fuselage. The two movable wings can slide and lock along one of the rails respectively. A rotor is fixedly mounted on the front side of each of the two fixed wings and the two movable wings. When the aircraft is in vertical takeoff and landing (VTOL) mode, the two movable wings are locked at the end of the rails near the nose of the fuselage, ensuring all four rotors are in the same plane. When the aircraft is in transition mode, the two movable wings slide along the rails from the nose to the tail of the fuselage. When the aircraft is in cruise mode, the two movable wings are locked at the end of the rails near the tail of the fuselage.

2. The vertical takeoff and landing variant configuration aircraft according to claim 1, characterized in that: It also includes four retractable landing gears, with one of the retractable landing gears fixedly mounted on each of the two fixed wings and the two movable wings.

3. The vertical takeoff and landing variant configuration aircraft according to claim 2, characterized in that: The fixed wing includes a fixed telescopic wing and a fixed outer wing. The fixed end of the fixed telescopic wing is fixedly connected to the fuselage, and the telescopic end of the fixed telescopic wing is fixedly connected to one of the retractable landing gears. The fixed outer wing is fixedly connected to the side of the retractable landing gear away from the fixed telescopic wing. The movable wing includes a movable telescopic wing and a movable outer wing. The movable telescopic wing has a telescopic structure. The fixed end of the movable telescopic wing is fixedly connected to the fuselage, and the telescopic end of the movable telescopic wing is fixedly connected to another retractable landing gear. The movable outer wing is fixedly connected to the side of the retractable landing gear away from the movable telescopic wing. The rotor is mounted on the retractable landing gear.

4. The vertical takeoff and landing variant configuration aircraft according to claim 3, characterized in that: When the aircraft is in vertical takeoff and landing mode, the two fixed wings and the two movable wings are diagonally distributed on the fuselage.

5. The vertical takeoff and landing variant configuration aircraft according to claim 4, characterized in that: The fixed telescopic wing has a 45° dihedral angle, and the angle between the fixed outer wing and the fixed telescopic wing is 135°. The movable telescopic wing has a 45° anhedral angle, and the angle between the movable outer wing and the movable telescopic wing is 135°.

6. The vertical takeoff and landing variant configuration aircraft according to claim 5, characterized in that: Adjacent rotors rotate in opposite directions, while diagonally opposite rotors rotate in the same direction.

7. The vertical takeoff and landing variant configuration aircraft according to claim 3, characterized in that: The fixed outer wing includes a fixed aileron for attitude control, and the movable outer wing includes a movable aileron for attitude control.

8. The vertical takeoff and landing variant configuration aircraft according to claim 3, characterized in that: Both the wingtips of the fixed outer wing and the wingtips of the movable outer wing are provided with an upward dihedral angle and a forward sweep angle.

9. The vertical takeoff and landing variant configuration aircraft according to claim 1, characterized in that: The rotor is a variable pitch rotor.

10. The vertical takeoff and landing variant configuration aircraft according to claim 2, characterized in that: The retractable landing gear includes a landing gear bay and a landing gear body. The landing gear bay is used to accommodate and protect the landing gear body when it is retracted.

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