Vertical take-off and landing aircraft

Abstract

The invention discloses a vertical take-off and landing aircraft, and belongs to the field of aircrafts. The vertical take-off and landing aircraft comprises a fuselage, a first fixed wing, a second fixed wing and a plurality of rotor wing mechanisms. And the first fixed wing and the second fixed wing are distributed at intervals in the first direction. The number of the first fixed wings and the number of the second fixed wings are both two. The two first fixed wings are distributed on the two sides of the fuselage in the second direction and connected with the fuselage. The two second fixed wings are distributed on the two sides of the fuselage in the second direction and connected with the fuselage. And each first fixed wing and each second fixed wing are connected with at least one rotor wing mechanism. The first fixed wing and the second fixed wing are distributed in a staggered mode in the third direction. According to the vertical take-off and landing aircraft, through the first fixed wing and the second fixed wing which are arranged in series, on the premise that the same load capacity is achieved, the wingspan corresponding to the fixed wing on the single side of the aircraft body can be effectively shortened, and the space adaptability and the structural rigidity of the aircraft are improved.

Description

TECHNICAL FIELD

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

[0002] With the development of low-altitude economy and the problem of urban traffic congestion, the application demand of electric vertical take-off and landing (eVTOL) aircraft in urban air transportation and other scenarios is increasingly urgent. As an important type of eVTOL, tilt-rotor aircraft has the ability of vertical take-off and high-speed cruising.

[0003] In related technologies, a vertical take-off and landing aircraft adopts a single fixed-wing layout, and the rotor longitudinal arm is connected to the two ends of the fixed wing.

[0004] However, due to the large wing span of such aircraft, the horizontal space is occupied more, which leads to poor adaptability of the aircraft in space-limited scenarios such as cities, and the aircraft is severely limited in take-off and landing. SUMMARY

[0005] The present application provides a vertical take-off and landing aircraft. The problem of space limitation of the vertical take-off and landing aircraft in the prior art can be solved, and the technical solution is as follows: The present application provides a vertical take-off and landing aircraft, comprising: a fuselage, a first fixed wing, a second fixed wing, and a plurality of rotor mechanisms. The first fixed wing and the second fixed wing are distributed in a first direction. The number of the first fixed wing and the second fixed wing is configured to be two; two first fixed wings are distributed on both sides of the fuselage in a second direction and are connected to the fuselage respectively; two second fixed wings are distributed on both sides of the fuselage in the second direction and are connected to the fuselage respectively. Each first fixed wing and each second fixed wing is connected to at least one rotor mechanism. Wherein, the first fixed wing and the second fixed wing are distributed staggered in a third direction; the first direction is the length direction of the fuselage, the second direction is the width direction of the fuselage, and the third direction is the height direction of the fuselage.

[0006] In some possible implementation manners, the plurality of rotor mechanisms comprises: a plurality of first tilt-rotor mechanisms and a plurality of second tilt-rotor mechanisms; the first tilt-rotor mechanism is connected to one side of the first fixed wing away from the second fixed wing in the first direction; the second tilt-rotor mechanism is connected to one side of the second fixed wing away from the first fixed wing in the first direction. The first fixed wing is located on one side close to the head of the fuselage, and the second fixed wing is located on one side close to the tail of the fuselage.

[0007] In some possible implementation manners, the first tilting rotor mechanism comprises a first tilting support rod and a first tilting rotor; one end of the first tilting support rod is connected to one side of the first fixed wing away from the second fixed wing in the first direction, and the other end is connected to the first tilting rotor; the first tilting support rod is used to adjust the orientation of the first tilting rotor, so that the rotation axis of the first tilting rotor is parallel to the third direction, or parallel to the first direction. And / or, the second tilting rotor mechanism comprises a second tilting support rod and a second tilting rotor; one end of the second tilting support rod is connected to one side of the second fixed wing away from the first fixed wing in the first direction, and the other end is connected to the second tilting rotor; the second tilting support rod is used to adjust the orientation of the second tilting rotor, so that the rotation axis of the second tilting rotor is parallel to the third direction, or parallel to the first direction.

[0008] In some possible implementation manners, when the rotation axis of the first tilting rotor is parallel to the third direction, the first tilting rotor is directed to the top of the fuselage in the third direction; when the rotation axis of the first tilting rotor is parallel to the first direction, the first tilting rotor is directed to the front side of the fuselage in the first direction. And / or, when the rotation axis of the second tilting rotor is parallel to the third direction, the second tilting rotor is directed to the bottom of the fuselage in the third direction; when the rotation axis of the second tilting rotor is parallel to the first direction, the second tilting rotor is directed to the rear side of the fuselage in the first direction.

[0009] In some possible implementation manners, the plurality of rotor mechanisms further comprise a plurality of first fixed rotor mechanisms and a plurality of second fixed rotor mechanisms; the first fixed rotor mechanisms are connected to one side of the first fixed wing away from the second fixed wing in the first direction; the second fixed rotor mechanisms are connected to one side of the second fixed wing away from the first fixed wing in the first direction.

[0010] In some possible implementation manners, the first fixed rotor mechanism comprises a first fixed support rod and a first fixed rotor; one end of the first fixed support rod is connected to one side of the first fixed wing away from the second fixed wing in the first direction, and the other end is connected to the first fixed rotor; the rotation axis of the first fixed rotor is parallel to the third direction. And / or, the second fixed rotor mechanism comprises: a second fixed support rod and a second fixed rotor; one end of the second fixed support rod is connected with a side of the second fixed wing which is away from the first fixed wing in the first direction, and a side of the second fixed support rod is connected with the second fixed rotor; and a rotation axis of the second fixed rotor is parallel to the third direction.

[0011] In some possible implementation manners, the first fixed rotor is towards the top of the fuselage in the third direction, and / or the second fixed rotor is towards the bottom of the fuselage in the third direction.

[0012] In some possible implementation manners, the plurality of first tilting rotor mechanisms and the plurality of second tilting rotor mechanisms are both configured as two; the two first tilting rotor mechanisms and the two second tilting rotor mechanisms are both symmetrically distributed on two sides of the fuselage in the second direction, and the distance between the two first tilting rotor mechanisms is smaller than the distance between the two second tilting rotor mechanisms in the second direction. The plurality of first fixed rotor mechanisms and the plurality of second fixed rotor mechanisms are both configured as two; the two first fixed rotor mechanisms and the two second fixed rotor mechanisms are both symmetrically distributed on two sides of the fuselage in the second direction, and the distance between the two first fixed rotor mechanisms is greater than the distance between the two second fixed rotor mechanisms in the second direction. In the second direction, the distance between the two first tilting rotor mechanisms is smaller than the distance between the two first fixed rotor mechanisms, and the distance between the two second tilting rotor mechanisms is greater than the distance between the two second fixed rotor mechanisms.

[0013] In some possible implementation manners, the length of the second fixed support rod is greater than the length of the first fixed support rod. The vertical take-off and landing aircraft further comprises: a tail wing connected with each end of the second fixed support rod which is away from the second fixed wing, and a rudder rotationally connected with the tail wing.

[0014] In some possible implementation manners, the tail wing and the rudder connected with the same second fixed support rod are both configured as two, the two tail wings are located on two sides of the second fixed support rod in the third direction, and the two rudders correspond to the two tail wings one by one, and each rudder is rotationally connected with the corresponding tail wing on a side which is away from the second fixed wing in the first direction.

[0015] The technical scheme provided by the embodiments has at least the following beneficial effects: The vertical take-off and landing aircraft adopts a double fixed-wing tandem layout in the first direction, that is, a first fixed wing and a second fixed wing connected with the fuselage are respectively arranged in the first direction. Through the first fixed wing and the second fixed wing in the tandem layout, the wing span corresponding to the single-side fixed wing of the fuselage can be effectively shortened under the premise of realizing the same load capacity, and then the size of the whole machine in the second direction, that is, the width direction, is significantly reduced, so as to reduce the overall width of the aircraft and improve the spatial adaptability and structural rigidity of the aircraft.

[0016] In addition, the first fixed wing and the second fixed wing are staggered in the third direction, that is, the height direction, so that the aerodynamic interference can be avoided, and then the aerodynamic efficiency and the lift can be improved. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0018] Figure 1 is a structural schematic diagram of a vertical take-off and landing aircraft provided by an embodiment of the present application; Figure 2 is a structural schematic diagram of another vertical take-off and landing aircraft provided by an embodiment of the present application; Figure 3 is a structural schematic diagram of another vertical take-off and landing aircraft provided by an embodiment of the present application; Figure 4 is a structural schematic diagram of a first tilting rotor mechanism provided by an embodiment of the present application; Figure 5 is a structural schematic diagram of another vertical take-off and landing aircraft provided by an embodiment of the present application; Figure 6 is a structural schematic diagram of a vertical take-off and landing aircraft provided by another embodiment of the present application; Figure 7 is a structural schematic diagram of another vertical take-off and landing aircraft provided by another embodiment of the present application. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical solutions and advantages of the present application more clear, the embodiments of the present application will be further described in detail below with reference to the drawings.

[0020] With the development of low-altitude economy and the problem of urban traffic congestion, the application demand of electric vertical take-off and landing (eVTOL) in urban air transportation and other scenarios is increasingly urgent. As an important type of eVTOL, tilt-rotor aircraft has the ability of vertical take-off and high-speed cruising, but there are many deficiencies in the related design, which is difficult to adapt to the actual application demand.

[0021] For example, in the related art, the vertical take-off and landing aircraft adopts a single fixed wing layout, the rotor longitudinal arm is connected to the two ends of the fixed wing, the wing span of the fixed wing is large, and the transverse space is large, which leads to poor adaptability of the aircraft in space-limited scenarios such as cities, and the aircraft is severely limited in take-off and landing.

[0022] For another example, the connection stiffness of the tilting mechanism and the fixed wing is insufficient, which leads to the fact that the aircraft is prone to flutter during high-speed cruising. For example, the tilting joint in the tilting mechanism adopts single-axis connection, which has a large windward area, so that the attitude stability of the aircraft decreases when cruising under full load, and the stiffness is poor.

[0023] For another example, the tail of the vertical take-off and landing aircraft in the related art is an independent structure, which not only increases the longitudinal dimension, but also significantly interferes with the airflow of the tail rotor, reducing the flight efficiency.

[0024] From the overall composite wing eVTOL, the configuration of part of the aircraft depends on a single fixed wing and an independent tail wing, which has a large transverse length, occupies a lot of space, and is restricted in urban applications; the power layout is unreasonable, the power distribution is uneven during vertical take-off and landing, and the fixed wing and the rotor have low coordination efficiency and high energy consumption during cruising.

[0025] Therefore, in view of the deficiencies of the existing tilt-rotor aircraft and composite wing eVTOL in space adaptability, structural stiffness, airflow interference, and power coordination, it is necessary to design a new type of vertical take-off and landing aircraft to adapt to complex application scenarios such as urban low-altitude transportation and improve flight performance and practical value.

[0026] Figure 1 is a structural schematic diagram of a vertical take-off and landing aircraft provided by an embodiment of the present application, please refer to Figure 1 The embodiment of the present application provides a vertical take-off and landing aircraft 000 suitable for urban air transportation, low-altitude logistics distribution, tourism and other scenarios.

[0027] The vertical take-off and landing aircraft 000 comprises a fuselage 010, a first fixed wing 020, a second fixed wing 030, and a plurality of rotor mechanisms 040.

[0028] The first fixed wing 020 and the second fixed wing 030 are distributed in the first direction.

[0029] The number of the first fixed wings 020 and the second fixed wings 030 is configured as two. Two first fixed wings 020 are distributed on both sides of the fuselage 010 in the second direction and are connected with the fuselage 010 respectively. Two second fixed wings 030 are distributed on both sides of the fuselage 010 in the second direction and are connected with the fuselage 010 respectively.

[0030] Each first fixed wing 020 and each second fixed wing 030 is connected with at least one rotor mechanism 040.

[0031] The first fixed wing 020 and the second fixed wing 030 are staggered in the third direction. The first direction is the length direction of the fuselage 010, the second direction is the width direction of the fuselage 010, and the third direction is the height direction of the fuselage 010.

[0032] In summary, the vertical take-off and landing aircraft (hereinafter referred to as the aircraft) adopts a double fixed wing tandem layout in the first direction, that is, a first fixed wing and a second fixed wing connected with the fuselage are arranged in the first direction respectively. Through the first fixed wing and the second fixed wing in the tandem layout, the wing span corresponding to the single side fixed wing (that is, the first fixed wing and the second fixed wing) of the fuselage can be effectively shortened on the premise of realizing the same load capacity, thereby significantly reducing the size of the whole machine in the second direction, that is, the width direction, so as to reduce the overall width of the aircraft and improve the spatial adaptability and structural stiffness of the aircraft.

[0033] In addition, the first fixed wing and the second fixed wing are staggered in the third direction, that is, the height direction, which can avoid aerodynamic interference and thereby facilitate the improvement of aerodynamic efficiency and lift.

[0034] Figure 2 is another structure schematic diagram of a vertical take-off and landing aircraft provided by the embodiment of the present application, please refer to Figures 1-2 In the embodiment of the present application, the first fixed wing 020 is located on one side close to the head of the fuselage 010, the second fixed wing 030 is located on one side close to the tail of the fuselage 010, and in the third direction, the side of the second fixed wing 030 facing the first fixed wing 020 is higher than the side of the first fixed wing 020 facing the second fixed wing 030, that is, in the third direction, the first fixed wing 020 and the second fixed wing 030 are in a completely staggered state.

[0035] Please refer to Figure 1In some possible implementation manners, the first fixed wing 020 is located on one side close to the head of the fuselage 010, the second fixed wing 030 is located on one side close to the tail of the fuselage 010, and the distance between the leading edge of the first fixed wing 020 and the trailing edge of the second fixed wing 030 in the first direction is not more than the total length of the fuselage 010, so that the arrangement of the first fixed wing 020 and the second fixed wing 030 along the length direction of the fuselage 010 does not exceed the size range of the fuselage 010 body, avoiding the increase of the length of the whole machine. Meanwhile, under the premise of not increasing the length of the whole machine, the lift load can be effectively shared by the first fixed wing 020, the second fixed wing 030 and the rotor mechanism 040.

[0036] Figure 3 is another structure schematic diagram of a vertical take-off and landing aircraft provided by the embodiment of the present application, please refer to Figure 3 In some possible implementation manners, the plurality of rotor mechanisms 040 includes a plurality of first tilt-rotor mechanisms 041 and a plurality of second tilt-rotor mechanisms 042. The first tilt-rotor mechanisms 041 are connected to one side of the first fixed wing 020 away from the second fixed wing 030 in the first direction. The second tilt-rotor mechanisms 042 are connected to one side of the second fixed wing 030 away from the first fixed wing 020 in the first direction.

[0037] The vertical take-off and landing aircraft 000 can realize the function conversion of vertical take-off, hovering and horizontal high-speed flight through the switching of the tilt attitude of the plurality of first tilt-rotor mechanisms 041 and the plurality of second tilt-rotor mechanisms 042. Moreover, the number of the first tilt-rotor mechanisms 041 and the second tilt-rotor mechanisms 042 is multiple, which can improve the safety and system fault tolerance capability in the flight process.

[0038] In addition, since the first tilt-rotor mechanisms 041 are connected to one side of the first fixed wing 020 away from the second fixed wing 030 in the first direction, and the second tilt-rotor mechanisms 042 are connected to one side of the second fixed wing 030 away from the first fixed wing 020 in the first direction, at least part of the area of the first tilt-rotor mechanisms 041 and the first fixed wing 020 overlaps, and at least part of the area of the second tilt-rotor mechanisms 042 and the second fixed wing 030 overlaps, so that the windward area of the aircraft 000 can be reduced, and the aerodynamic resistance and the lift can be reduced.

[0039] It can be understood that the overlapping area between the first tilt-rotor mechanisms 041 and the first fixed wing 020 and the overlapping area between the second tilt-rotor mechanisms 042 and the second fixed wing 030 are parallel to the second direction and the third direction.

[0040] Please refer to Figure 3In some possible implementations, the first tilting rotor mechanism 041 includes a first tilting support rod 0411 and a first tilting rotor 0412. One end of the first tilting support rod 0411 is connected to one side of the first fixed wing 020 in the first direction away from the second fixed wing 030, and the other end is connected to the first tilting rotor 0412. The first tilting support rod 0411 is used to adjust the orientation of the first tilting rotor 0412, so that the rotation axis of the first tilting rotor 0412 is parallel to the third direction, or parallel to the first direction.

[0041] The first tilting rotor 0412 is connected to the first fixed wing 020 through the first tilting support rod 0411, and the first tilting rotor 0412 and the first fixed wing 020 are located at two ends of the first tilting support rod 0411 respectively. In this way, the axial length of the first tilting support rod 0411, that is, the length in the first direction, can be reduced, so that the rigidity of the first tilting support rod 0411 can be improved.

[0042] The second tilting rotor mechanism 042 includes a second tilting support rod 0421 and a second tilting rotor 0422. One end of the second tilting support rod 0421 is connected to one side of the second fixed wing 030 in the first direction away from the first fixed wing 020, and the other end is connected to the second tilting rotor 0422. The second tilting support rod 0421 is used to adjust the orientation of the second tilting rotor 0422, so that the rotation axis of the second tilting rotor 0422 is parallel to the third direction, or parallel to the first direction.

[0043] The second tilting rotor 0422 is connected to the second fixed wing 030 through the second tilting support rod 0421, and the second tilting rotor 0422 and the second fixed wing 030 are located at two ends of the second tilting support rod 0421 respectively. In this way, the axial length of the second tilting support rod 0421, that is, the length in the first direction, can be reduced, so that the rigidity of the second tilting support rod 0421 can be improved.

[0044] By arranging the first tilting rotor 0412 close to the head side of the fuselage 010 and the second tilting rotor 0422 close to the tail side of the fuselage 010, the aerodynamic interference and efficiency can be optimized, the flight vehicle 000 control stability and redundancy can be enhanced, the lift can be improved, the wing surface space can be saved, and the multi-rotor cooperation can be adapted.

[0045] In the embodiments of the present application, the structures of the first tilting support rod 0411 and the second tilting support rod 0421 can be the same or similar. For example, the structures of the first tilting support rod 0411 and the second tilting support rod 0421 are the same. The principle of adjusting the tilting rotor is described below by taking the first tilting support rod 0411 as an example.

[0046] Figure 4is a structural schematic diagram of a first tilting rotor mechanism provided by an embodiment of the present application, Figure 5 is a structural schematic diagram of still another vertical take-off and landing aircraft provided by an embodiment of the present application, please refer to Figures 4-5 The first tilting support rod 0411 comprises: a main rod a, a linear push rod b, a driving member c, and a rotating main shaft d.

[0047] The main rod a is a hollow rod, and an internal space of the main rod a forms an installation cavity q.

[0048] One end of the linear push rod b is rotationally connected to an end of a fairing e on the first tilting rotor 0412, and the other end is connected to a power end of the driving member c.

[0049] The driving member c is fixed in the installation cavity q.

[0050] The rotating main shaft d is rotationally installed in the installation cavity q and rotationally connected to the end of the fairing e.

[0051] The driving member c drives the linear push rod b to extend or shorten, thereby driving the fairing e to rotate and synchronously driving the first tilting rotor 0412 connected to the fairing e to rotate. The angle range of the rotation of the first tilting rotor 0412 is, for example, 0°-90°.

[0052] In the embodiment of the present application, a tilting transition strategy can be used to control the state or position of the first tilting rotor 0412, and the flight attitude control stability can be improved.

[0053] Please refer to Figure 3 In the case that the rotation axis of the first tilting rotor 0412 is parallel to the first direction, the first tilting rotor 0412 is directed to the front side of the fuselage 010 in the first direction. In the case that the rotation axis of the second tilting rotor 0422 is parallel to the first direction, the second tilting rotor 0422 is directed to the rear side of the fuselage 010 in the first direction.

[0054] Please refer to Figure 5 In some possible implementations, in the case that the rotation axis of the first tilting rotor 0412 is parallel to the third direction, the first tilting rotor 0412 is directed to the top of the fuselage 010 in the third direction. In the case that the rotation axis of the second tilting rotor 0422 is parallel to the third direction, the second tilting rotor 0422 is directed to the bottom of the fuselage 010 in the third direction.

[0055] Please refer to Figure 5In some possible implementation manners, the plurality of rotor mechanisms 040 further include a plurality of first fixed rotor mechanisms 043 and a plurality of second fixed rotor mechanisms 044. The first fixed rotor mechanisms 043 are connected to one side of the first fixed wing 020 away from the second fixed wing 030 in the first direction. The second fixed rotor mechanisms 044 are connected to one side of the second fixed wing 030 away from the first fixed wing 020 in the first direction.

[0056] The VTOL aircraft 000 can generate lift (when flying vertically) or drag (when flying horizontally) by the continuous rotation of the plurality of first fixed rotor mechanisms 043 and the plurality of second fixed rotor mechanisms 044, to support the take-off, landing, hovering or cruising of the aircraft 000. In addition, the plurality of first fixed rotor mechanisms 043 and the plurality of second fixed rotor mechanisms 044 can improve the safety and system fault tolerance during flight.

[0057] In addition, since the first fixed rotor mechanisms 043 are connected to one side of the first fixed wing 020 away from the second fixed wing 030 in the first direction, and the second fixed rotor mechanisms 044 are connected to one side of the second fixed wing 030 away from the first fixed wing 020 in the first direction, at least part of the area of the first fixed rotor mechanisms 043 and the first fixed wing 020 overlaps, and at least part of the area of the second fixed rotor mechanisms 044 and the second fixed wing 030 overlaps. In this way, the windward area of the aircraft 000 can be reduced, and the aerodynamic drag can be reduced, and the lift can be increased.

[0058] For reference Figure 5 In some possible implementation manners, the first fixed rotor mechanisms 043 include first fixed support rods 0431 and first fixed rotors 0432. One end of the first fixed support rod 0431 is connected to one side of the first fixed wing 020 away from the second fixed wing 030 in the first direction, and the other end is connected to the first fixed rotor 0432. The rotation axis of the first fixed rotor 0432 is parallel to the third direction.

[0059] The first fixed rotor 0432 is connected to the first fixed wing 020 through the first fixed support rod 0431, and the first fixed rotor 0432 and the first fixed wing 020 are respectively located at the two ends of the first fixed support rod 0431. In this way, the axial length of the first fixed support rod 0431, that is, the length in the first direction, can be reduced, and the rigidity of the first fixed support rod 0431 can be improved.

[0060] The second fixed-rotor mechanism 044 comprises a second fixed support rod 0441 and a second fixed rotor 0442. One end of the second fixed support rod 0441 is connected to the side of the second fixed wing 030 facing away from the first fixed wing 020 in the first direction, and the side of the second fixed support rod 0441 is connected to the second fixed rotor 0442. The rotation axis of the second fixed rotor 0442 is parallel to the third direction.

[0061] The second fixed rotor 0442 is connected to the second fixed wing 030 through the second fixed support rod 0441, and the second fixed rotor 0442 and the second fixed wing 030 are respectively located at the two ends of the second fixed support rod 0441, so as to reduce the axial length of the second fixed support rod 0441, that is, the length in the first direction, thereby improving the rigidity of the second fixed support rod 0441.

[0062] In the present application, the fixed rotor and the tilting rotor are respectively provided with the corresponding fixed support rod and tilting support rod, instead of being connected to the fixed rotor and the tilting rotor through one support rod, so as to ensure that the fixed support rod corresponding to the fixed rotor has high strength and rigidity, and the tilting support rod corresponding to the tilting rotor has high strength and rigidity.

[0063] Please refer to Figure 5 In some possible implementations, the first fixed rotor 0432 faces the top of the fuselage 010 in the third direction, and / or the second fixed rotor 0442 faces the bottom of the fuselage 010 in the third direction.

[0064] For example, in the present application, the first fixed rotor 0432 faces the top of the fuselage 010 in the third direction, and the second fixed rotor 0442 faces the bottom of the fuselage 010 in the third direction.

[0065] In this way, in the aerodynamic aspect, the multi-rotor flow field cooperation efficiency can be improved; in the space and structure aspect, the load and layout flexibility can be optimized; and in the flight mode aspect, the multi-condition requirement can be adapted.

[0066] Among them, the second fixed rotor 0442 located at the tail of the fuselage 010 faces the bottom of the fuselage 010 in the third direction, that is, the second fixed rotor 0442 is located on the leeward surface of the fuselage 010 and below the second fixed support rod 0441, so as to further weaken the adverse effect of the second fixed rotor 0442 on the aerodynamic performance of the aircraft 000, effectively reduce the energy consumption, improve the range, and enhance the cruising ability of the aircraft 000.

[0067] For example, the first tilt-rotor 0412 and the second tilt-rotor 0422 can each be a six-blade variable-pitch tilt-rotor, which has six blades and can adjust the angle of the blades. The variable-pitch mechanism can flexibly adjust the blade angle according to different requirements of the flight state, such as vertical take-off and landing, tilt transition, cruising, and the like, thereby improving flight efficiency and adaptability. The six-blade variable-pitch tilt-rotor has good thrust redundancy and transition adaptability, can smoothly transition between vertical take-off and cruising modes, and improves flight efficiency. The first fixed rotor 0432 and the second fixed rotor 0442 can be two-blade fixed rotors, which can be adjusted to the feathering state in the cruising flight stage, that is, the blades are parallel to the flow direction, so as to reduce the aerodynamic resistance of the rotors in the non-working state and improve cruising efficiency.

[0068] Figure 6 is a structural schematic diagram of a vertical take-off and landing aircraft provided by another embodiment of the present application, please refer to Figure 6 In some possible implementation manners, the plurality of first tilt-rotor mechanisms 041 and the plurality of second tilt-rotor mechanisms 042 are each configured as two. The two first tilt-rotor mechanisms 041 and the two second tilt-rotor mechanisms 042 are symmetrically distributed on the two sides of the fuselage 010 in the second direction, and the distance between the two first tilt-rotor mechanisms 041 in the second direction is less than the distance between the two second tilt-rotor mechanisms 042, that is, in the second direction, the two first tilt-rotor mechanisms 041 are distributed closer to the side of the fuselage 010 than the two second tilt-rotor mechanisms 042.

[0069] The plurality of first fixed rotor mechanisms 043 and the plurality of second fixed rotor mechanisms 044 are each configured as two. The two first fixed rotor mechanisms 043 and the two second fixed rotor mechanisms 044 are symmetrically distributed on the two sides of the fuselage 010 in the second direction, and the distance between the two first fixed rotor mechanisms 043 in the second direction is greater than the distance between the two second fixed rotor mechanisms 044, that is, in the second direction, the two first fixed rotor mechanisms 043 are distributed farther away from the side of the fuselage 010 than the two second fixed rotor mechanisms 044.

[0070] In the second direction, the distance between the two first tilt-rotor mechanisms 041 is less than the distance between the two first fixed rotor mechanisms 043, and the distance between the two second tilt-rotor mechanisms 042 is greater than the distance between the two second fixed rotor mechanisms 044, that is, in the second direction, the two first tilt-rotor mechanisms 041 are distributed closer to the side of the fuselage 010 than the two first fixed rotor mechanisms 043, and the two second tilt-rotor mechanisms 042 are distributed farther away from the side of the fuselage 010 than the two second fixed rotor mechanisms 044.

[0071] The present application adopts the current rotor combination, which can lift the lift and avoid redundancy waste.

[0072] During the tilt transition stage, four tilt rotors (i.e., two first tilt rotors 0412 and two second tilt rotors 0422) work together, effectively reducing the difficulty of attitude control.

[0073] In the hovering state, in addition to the tilt rotors, four fixed rotors (i.e., two first fixed rotors 0432 and two second fixed rotors 0442) work synchronously, which helps to share the thrust load, reduces the power demand of a single motor, and improves the overall energy efficiency and reliability of the system.

[0074] The aircraft 000 cooperates with the two first tilt rotors 0412 and the two second tilt rotors 0422, as well as the two first fixed rotors 0432 and the two second fixed rotors 0442, to facilitate efficient switching of flight modes, precise avoidance of aerodynamic interference, fault redundancy, improve the safety of the aircraft 000 in extreme or abnormal working conditions, and adapt to multiple tasks, taking into account the performance requirements of different scenarios.

[0075] In some possible implementation manners, the first tilt support rod 0411, the second tilt support rod 0421, the first fixed support rod 0431, and the second fixed support rod 0441 are parallel to the fuselage 010 in the first direction.

[0076] Please refer to Figure 5 In some possible implementation manners, the first fixed rotor 0432 can be connected to the upper side of the front end of the first support rod through a base z, and the second fixed rotor 0442 can be connected to the lower side of the middle end of the second fixed support rod 0441 through a base z. It can be understood that the middle end of the second fixed support rod 0441 refers to the middle position or the position close to the middle position between the two ends.

[0077] Figure 7 is another structural schematic diagram of a vertical take-off and landing aircraft provided by another embodiment of the present application. Please refer to Figure 7 In some possible implementation manners, the length of the second fixed support rod 0441 is greater than the length of the first fixed support rod 0431.

[0078] The vertical take-off and landing aircraft 000 further includes a tail fin 050 connected to the end of each second fixed support rod 0441 away from the second fixed wing 030, and a rudder 060 rotationally connected to the tail fin 050.

[0079] The second fixed wing 030 is connected with the tail wing 050 through the second fixed support rod 0441, so that the flight attitude can be stably controlled, the independent long tail beam commonly used in the traditional aircraft 000 is omitted, the tail wing 050 component is avoided to be additionally arranged at the tail of the fuselage 010, and the tail structure of the aircraft 000 is simplified. While the load capacity of the aircraft 000 is improved, the volume and the occupied space of the aircraft 000 are not increased, the spatial adaptability and flexibility of the aircraft 000 are improved, and good structural compactness and engineering applicability are achieved.

[0080] For example, the strength of the second fixed support rod 0441 can be greater than that of the first fixed support rod 0431, for example, the second fixed support rod 0441 is made of carbon fiber steel, and the first fixed support rod 0431 is made of aluminum.

[0081] For example, the strength of the second fixed support rod 0441 can be greater than that of the first fixed support rod 0431, for example, the second fixed support rod 0441 is made of carbon fiber steel, and the first fixed support rod 0431 is made of aluminum. Figure 7 In some possible implementation manners, the tail wing 050 and the rudder 060 connected with the same second fixed support rod 0441 are both configured as two, the two tail wings 050 are located on the two sides of the second fixed support rod 0441 in the third direction, and the two rudders 060 correspond to the two tail wings 050 one by one, and each rudder 060 is rotatably connected with the corresponding tail wing 050 on the side away from the second fixed wing 030 in the first direction.

[0082] Two rudders 060 rotatable in the third direction are arranged on one second fixed support rod 0441, which can facilitate precise control of the aircraft 000 and improve flexibility. Meanwhile, the tilt-rotor, the fixed rotor, the tail wing 050 and the rudder 060 and other control mechanisms are all designed with double redundancy, so as to improve the safety and system fault tolerance capability of the aircraft 000 during flight, and further enhance the structural rigidity and flight efficiency.

[0083] For example, the tail wing 050 can be a vertical tail wing 050, that is, the surface of the tail wing 050 can be parallel to the first direction and the third direction.

[0084] For example, the strength of the second fixed support rod 0441 can be greater than that of the first fixed support rod 0431, for example, the second fixed support rod 0441 is made of carbon fiber steel, and the first fixed support rod 0431 is made of aluminum. Figure 6 In some possible implementation manners, in the first direction, the central axis of the first tilt-rotor mechanism 041 coincides with or is close to the central axis of the second fixed-rotor mechanism 044, and the central axis of the first fixed-rotor mechanism 043 coincides with or is close to the central axis of the second tilt-rotor mechanism 042. In this way, aerodynamic cooperation is facilitated, control efficiency is improved, and structural integration is achieved, so as to facilitate compactness of the structure.

[0085] For example, the strength of the second fixed support rod 0441 can be greater than that of the first fixed support rod 0431, for example, the second fixed support rod 0441 is made of carbon fiber steel, and the first fixed support rod 0431 is made of aluminum. Figure 6 In some possible implementation manners, in the second direction, the size of the first fixed wing 020 is less than or equal to the size of the second fixed wing 030.

[0086] For example, in the second direction, the size of the first fixed wing 020 is smaller than the size of the second fixed wing 030, so as to facilitate optimization of aerodynamic performance, enhancement of control stability, and improvement of space and task adaptability.

[0087] For reference Figure 5 In some possible implementation manners, the fuselage 010 is streamlined, the main body part of the fuselage 010 is relatively slender, the front part of the fuselage 010 is provided with a cockpit canopy 011, the fuselage 010 is provided with aircraft doors 012 for the pilot and passengers to enter and exit on both sides, the fuselage 010 is provided with a sight port 013 close to the tail part of the fuselage 010, and the fuselage 010 is provided with landing gears 014 at the bottom.

[0088] For reference Figure 5 In some possible implementation manners, the installation angle of the first fixed wing 020 and the second fixed wing 030 ranges from -1° to 6°.

[0089] For example, the first fixed wing 020 is in a horizontal state, that is, the first fixed wing 020 is parallel to the first direction and the second direction at this time, and the installation angle refers to the angle at which the first fixed wing 020 rotates around an axis distributed along the second direction. For example, the installation angle is 3°, which means that the first fixed wing 020 rotates upward by 3° around an axis distributed along the second direction.

[0090] For reference Figure 5 In some possible implementation manners, the first fixed wing 020 and the second fixed wing 030 both adopt the upper single gull wing layout. For example, the first fixed wing 020 is upturned from the connection part of the fuselage 010 and then downwardly extended to the wing tip, and the wing tip is upwardly folded, and the folding part is the wing tip f1. The trailing edges of the first fixed wing 020 and the second fixed wing 030 are both provided with ailerons f2, and the ailerons f2 are symmetrically distributed on both sides of the fuselage 010 in the first direction.

[0091] In summary, the vertical take-off and landing aircraft adopts the double fixed wing tandem layout in the first direction, that is, the first fixed wing and the second fixed wing connected with the fuselage are respectively arranged in the first direction. Through the tandem layout of the first fixed wing and the second fixed wing, the wing span corresponding to the single fixed wing (that is, the first fixed wing and the second fixed wing) of the fuselage can be effectively shortened on the premise of realizing the same load capacity, and thus the size of the whole machine in the second direction, that is, the width direction, can be significantly reduced, so as to reduce the overall width of the aircraft and improve the space adaptability and structural rigidity of the aircraft.

[0092] In addition, the first fixed wing and the second fixed wing are staggered in the third direction, that is, the height direction, which can avoid aerodynamic interference and thus facilitate improvement of aerodynamic efficiency and lift.

[0093] In the present application, the terms "first" and "second" are used only for descriptive purposes and are not to be construed as indicating or implying relative importance. The term "a plurality" refers to two or more, unless otherwise indicated.

[0094] The above description is only optional embodiments of the present application, and is not used to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vertical take-off and landing aircraft characterised in that, The utility model relates to a kind of unmanned aerial vehicle, including: Machine body (010), first fixed wing (020), second fixed wing (030) and multiple rotor mechanisms (040); The first fixed wing (020) and the second fixed wing (030) are spaced apart in a first direction; The number of the first fixed wing (020) and the second fixed wing (030) is configured to two;Two first fixed wings (020) are distributed on both sides of the machine body (010) in a second direction, and are respectively connected with the machine body (010);Two second fixed wings (030) are distributed on both sides of the machine body (010) in the second direction, and are respectively connected with the machine body (010); Each of the first fixed wing (020) and the second fixed wing (030) is connected with at least one rotor mechanism (040); Wherein, the first fixed wing (020) and the second fixed wing (030) are staggered in a third direction;The first direction is the length direction of the machine body (010), the second direction is the width direction of the machine body (010), and the third direction is the height direction of the machine body (010).

2. The vertical take-off and landing aircraft of claim 1, wherein, The multiple rotor mechanisms (040) include: multiple first tilt rotor mechanisms (041) and multiple second tilt rotor mechanisms (042);The first tilt rotor mechanism (041) is connected with the first fixed wing (020) on the side away from the second fixed wing (030) in the first direction;The second tilt rotor mechanism (042) is connected with the second fixed wing (030) on the side away from the first fixed wing (020) in the first direction; Wherein, the first fixed wing (020) is located on the side close to the head of the machine body (010), and the second fixed wing (030) is located on the side close to the tail of the machine body (010).

3. The vertical take-off and landing aircraft of claim 2, wherein, The first tilt rotor mechanism (041) includes: a first tilt support rod (0411) and a first tilt rotor (0412);One end of the first tilt support rod (0411) is connected with the first fixed wing (020) on the side away from the second fixed wing (030) in the first direction, and the other end is connected with the first tilt rotor (0412);The first tilt support rod (0411) is used for adjusting the orientation of the first tilt rotor (0412), so that the rotation axis of the first tilt rotor (0412) is parallel to the third direction, or parallel to the first direction. And / or, the second tilting rotor mechanism (042) comprises: a second tilting support rod (0421) and a second tilting rotor (0422); one end of the second tilting support rod (0421) is connected with the second fixed wing (030) on the side thereof facing away from the first fixed wing (020) in the first direction, and the other end is connected with the second tilting rotor (0422); the second tilting support rod (0421) is used for adjusting the orientation of the second tilting rotor (0422) so that the rotation axis of the second tilting rotor (0422) is parallel to the third direction or parallel to the first direction.

4. The vertical take-off and landing aircraft of claim 3, wherein, In the case that the rotation axis of the first tilting rotor (0412) is parallel to the third direction, the first tilting rotor (0412) faces the top of the fuselage (010) in the third direction; in the case that the rotation axis of the first tilting rotor (0412) is parallel to the first direction, the first tilting rotor (0412) faces the front side of the fuselage (010) in the first direction; And / or, in the case that the rotation axis of the second tilting rotor (0422) is parallel to the third direction, the second tilting rotor (0422) faces the bottom of the fuselage (010) in the third direction; in the case that the rotation axis of the second tilting rotor (0422) is parallel to the first direction, the second tilting rotor (0422) faces the rear side of the fuselage (010) in the first direction.

5. The vertical take-off and landing aircraft of any of claims 2-4, wherein, The plurality of rotor mechanisms (040) further comprises: a plurality of first fixed rotor mechanisms (043) and a plurality of second fixed rotor mechanisms (044); the first fixed rotor mechanisms (043) are connected with the first fixed wing (020) on the side thereof facing away from the second fixed wing (030) in the first direction; the second fixed rotor mechanisms (044) are connected with the second fixed wing (030) on the side thereof facing away from the first fixed wing (020) in the first direction.

6. The vertical take-off and landing aircraft of claim 5, wherein, The first fixed rotor mechanism (043) comprises: a first fixed support rod (0431) and a first fixed rotor (0432); one end of the first fixed support rod (0431) is connected with the first fixed wing (020) on the side thereof facing away from the second fixed wing (030) in the first direction, and the other end is connected with the first fixed rotor (0432); the rotation axis of the first fixed rotor (0432) is parallel to the third direction; And / or, the second fixed rotor mechanism (044) comprises: a second fixed support rod (0441) and a second fixed rotor (0442); one end of the second fixed support rod (0441) is connected with the second fixed wing (030) on the side thereof facing away from the first fixed wing (020) in the first direction, and the side surface of the second fixed support rod (0441) is connected with the second fixed rotor (0442); the rotation axis of the second fixed rotor (0442) is parallel to the third direction.

7. The vertical take-off and landing aircraft of claim 6, wherein, The first fixed rotor (0432) is directed towards the top of the fuselage (010) in the third direction, and / or the second fixed rotor (0442) is directed towards the bottom of the fuselage (010) in the third direction.

8. The vertical take-off and landing aircraft of claim 7, wherein, The first tilt-rotor mechanism (041) and the second tilt-rotor mechanism (042) are both configured as two; the two first tilt-rotor mechanisms (041) and the two second tilt-rotor mechanisms (042) are both symmetrically distributed on both sides of the fuselage (010) in the second direction, and the distance between the two first tilt-rotor mechanisms (041) is less than the distance between the two second tilt-rotor mechanisms (042) in the second direction. The first fixed rotor mechanism (043) and the second fixed rotor mechanism (044) are both configured as two; the two first fixed rotor mechanisms (043) and the two second fixed rotor mechanisms (044) are both symmetrically distributed on both sides of the fuselage (010) in the second direction, and the distance between the two first fixed rotor mechanisms (043) is greater than the distance between the two second fixed rotor mechanisms (044) in the second direction. The distance between the two first tilt-rotor mechanisms (041) is less than the distance between the two first fixed rotor mechanisms (043), and the distance between the two second tilt-rotor mechanisms (042) is greater than the distance between the two second fixed rotor mechanisms (044) in the second direction.

9. The vertical take-off and landing aircraft of any of claims 6-8, wherein, The length of the second fixed support rod (0441) is greater than the length of the first fixed support rod (0431). The VTOL aircraft further comprises a tail fin (050) connected to the end of each second fixed support rod (0441) away from the second fixed wing (030), and a rudder (060) rotationally connected to the tail fin (050).

10. The vertical take-off and landing aircraft of claim 9, wherein, The tail fin (050) and the rudder (060) connected to the same second fixed support rod (0441) are both configured as two, the two tail fins (050) are located on both sides of the second fixed support rod (0441) in the third direction, and the two rudders (060) correspond to the two tail fins (050) one-to-one, each rudder (060) is rotationally connected to the corresponding tail fin (050) on the side away from the second fixed wing (030) in the first direction.

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