Electric uniform blowing wing type vertical fixed wing

Abstract

The invention provides an electric uniform blowing type vertical fixed wing which comprises a first duct arranged along the axis of a fuselage in a penetrating mode, a first storage bin and a second storage bin are vertically arranged in the first duct in a penetrating mode, and second fans are detachably arranged in the first storage bin and the second storage bin correspondingly. The requirement for the take-off and landing state is met by changing the working angle of the second draught fan in the first duct, and first draught fans are further arranged on the two wings symmetrically arranged on the two sides of the fuselage.

Description

TECHNICAL FIELD

[0001] The application relates to the technical field of unmanned aerial vehicles, in particular to an electric uniform blowing wing type vertical take-off fixed wing. BACKGROUND

[0002] With the development of technology, electric vertical take-off and landing (eVTOL) aircrafts are gradually favored by the market, which have both vertical take-off and landing capabilities of multi-rotor aircrafts and are close to fixed-wing aircrafts in terms of range and speed. At present, the electric vertical take-off and landing aircrafts mostly adopt tiltable structures to improve the propeller efficiency and flight performance.

[0003] Most conventional aircrafts adopt an "external blowing" mode, in which a propeller is arranged outside the wing or along the wing span direction. Multiple small electric propellers or fans are arranged, and the slip stream generated thereby directly blows over the surface of the wing to achieve lift increase. However, this method has the problems of complex aerodynamic interference and noise caused by external propellers, and obvious internal flow loss. In the process of take-off and landing, the zero steering effect is not good for low-speed performance, and the attitude of the aircraft is unstable.

[0004] The vertical take-off and landing fixed-wing electric aircraft described in Chinese patent document CN 119262283 A cannot cope with the problem of zero steering effect during take-off and landing. The ducted-thrust electric vertical take-off and landing composite wing aircraft described in Chinese patent document CN 217515371 U still has the above-mentioned problems, and there are defects in use, which need to be improved. SUMMARY

[0005] The application provides an electric uniform blowing wing type vertical take-off fixed wing, which solves the technical problems of zero steering effect and poor low-speed flight performance of the aircraft during vertical take-off and landing.

[0006] To solve the above technical problems, the technical solution adopted by the application is as follows: an electric uniform blowing wing type vertical take-off fixed wing, comprising a first duct arranged along the axis of the fuselage, a first storage compartment and a second storage compartment vertically arranged in the first duct, and a second fan arranged in the first storage compartment and the second storage compartment, respectively, and detachable, the working angle of the second fan in the first duct is changed to meet the state requirements of take-off and landing, and a first fan is further arranged on the two wings arranged symmetrically on both sides of the fuselage.

[0007] In the preferred scheme, the end of the second fan is provided with a third duct, and the two sides of the second fan are rotatably arranged in the first duct through a second shaft rod, and the second fan is connected to the fuselage through a second telescopic assembly.

[0008] In the preferred solution, the fuselage is provided with a second through hole and a third through hole, the second shaft rod is located in the third through hole, one side of the second shaft rod is provided with the first shaft rod, the second telescopic assembly comprises a second top rod telescopically arranged in the first cylinder body, the first cylinder body and the end of the second top rod are respectively provided with a first base and a second base, the first shaft rod is arranged in the second base, the first base is hingedly connected to the first duct through a bolt, and the bolt is located in the second through hole.

[0009] In the preferred solution, the inner side of the wing is provided with a cavity, the end of the first fan is provided with a second duct, the second duct is provided with a slide and a valve, and the airflow direction of the first fan is controlled through the opening and closing cooperation of the slide and the valve.

[0010] In the preferred solution, the upper side of the cavity is provided with a plurality of air outlets in a through manner, the slide is arranged in the bottom of the second duct near the first fan in a through manner, the valve is rotatably arranged in the second duct, the valve is connected to a baffle through the first telescopic assembly, and the baffle and the slide are slidingly connected.

[0011] In the preferred solution, the inner side of the second duct is provided with a first blocking ring and a second blocking ring in parallel, the slide is arranged outside the second blocking ring, the first blocking ring and the second blocking ring cooperatively form a sealed chamber, the valve is located in the sealed chamber, the lower part of the sealed chamber is provided with a first through hole in a through manner, the valve comprises a ball and a circular rod, and the circular rod is arranged in the first through hole.

[0012] In the preferred solution, a channel is arranged in the middle of the ball in a through manner, a gear is arranged on the outer side of the circular rod, the first telescopic assembly comprises a first top rod telescopically arranged in the first cylinder body, the end of the first top rod is provided with a rack, one side of the rack is meshingly connected with the gear, the other side of the rack is connected with the baffle through a connecting rod, the middle of the baffle is provided with a weight-reducing hole, and the opening and closing of the slide are achieved by changing the position of the baffle.

[0013] In the preferred solution, the inner side of the cavity is further provided with a track plate, the lower part of the baffle is provided with a sliding groove, the track plate is located in the sliding groove, the two sides of the sliding groove are respectively provided with reinforcing ribs, and one side of the reinforcing rib is fixed through a connecting rod and a rack.

[0014] In the preferred solution, the outer side of the third duct is further provided with a direction changing module, the direction changing module comprises a swing assembly, the swing assembly comprises a steering gear, the steering gear is connected with a second driving rod through a first driving rod, one side of the second driving rod is provided with a swing rod, the swing rod extends into the third duct, an airflow baffle is detachably arranged on the swing rod, the outer side of the airflow baffle is provided with a reinforcing ring, and the airflow baffle is used for changing the direction of airflow.

[0015] In the preferred solution, the inner side of the cavity is formed into a plurality of cabins through a plurality of partitions, the air outlets are respectively arranged at the top of different cabins, and the upper part and the lower part of the first storage bin and the second storage bin are respectively foldably provided with a first folding door and a second folding door.

[0016] The beneficial effects of this invention are as follows: By setting a second motor in the fuselage and a first motor in the wing, stability during takeoff and landing can be ensured, compensating for the lack of rudder effectiveness during the vertical takeoff and landing phase of traditional fixed-wing aircraft. Simultaneously, it effectively improves the low-speed flight performance of fixed-wing aircraft, providing a corresponding design concept for low-speed transport fixed-wing aircraft in the future low-altitude economy. Furthermore, it innovatively solves the problem that the vertical takeoff module of traditional VTOL fixed-wing aircraft can only be used for vertical takeoff and not for propulsion. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0018] Figure 1 This is a schematic diagram of the vertical takeoff state of the present invention. Figure 1 ;

[0019] Figure 2 yes Figure 1 A top-down view;

[0020] Figure 3 This is a schematic diagram of the vertical takeoff state of the present invention. Figure 2 ;

[0021] Figure 4 yes Figure 1 Internal structure diagram Figure 1 ;

[0022] Figure 5 yes Figure 1 Internal structure diagram Figure 2 ;

[0023] Figure 6 yes Figure 1 Internal structure diagram Figure 3

[0024] Figure 7 This is a schematic diagram of the horizontal flight state of the present invention. Figure 1 ;

[0025] Figure 8 This is a schematic diagram of the horizontal flight state of the present invention. Figure 2 ;

[0026] Figure 9 This is a schematic diagram of the internal structure of the wing of the present invention. Figure 1 ;

[0027] Figure 10 yes Figure 9 A left-view diagram;

[0028] Figure 11 yes Figure 9 Internal structure diagram Figure 1 ;

[0029] Figure 12 yes Figure 9 Internal structure diagram Figure 2 ;

[0030] Figure 13 yes Figure 9 Internal structure diagram Figure 3 ;

[0031] Figure 14 yes Figure 9 Internal structure diagram Figure 4 ;

[0032] Figure 15 yes Figure 1 Schematic diagram of the internal structure of the fuselage Figure 1 ;

[0033] Figure 16 yes Figure 1 Schematic diagram of the internal structure of the fuselage Figure 2 ;

[0034] Figure 17 yes Figure 1 Schematic diagram of the internal structure of the fuselage Figure 3 ;

[0035] Figure 18 yes Figure 1 A schematic diagram of the swing component structure.

[0036] In the diagram: fuselage 1; second through hole 101; third through hole 102; first duct 2; first storage compartment 3; second storage compartment 4; first fan 5; second duct 6; first through hole 601; slide rail 602; first retaining ring 603; second retaining ring 604; sealing chamber 605; first folding door 7; second folding door 8; second fan 9; third duct 10; reversing module 11; wing 12; cavity 13; partition 14; air outlet 15; track plate 16; second telescopic assembly (21) 17; first cylinder 1701; first push rod 1702; rack 1703 ; Valve 18; Ball 1801; Channel 1802; Round rod 1803; Gear 1804; Baffle 19; Slide groove 1901; Weight reduction hole 1902; Reinforcing rib 1903; Connecting rod 20; Second telescopic assembly 21; First cylinder 2101; Second push rod 2102; First base 2103; Second base 2104; Pin 2105; First shaft 22; Second shaft 23; Swing assembly 24; First drive rod 2401; Second drive rod 2402; Swing rod 2403; Airflow baffle 2404; Reinforcing ring 2405; Servo motor 2406. Detailed Implementation

[0037] like Figures 1-8In this invention, an electrically operated uniformly blown droop-mounted fixed wing includes a first duct 2 that runs through the fuselage 1 along its axis. A first storage compartment 3 and a second storage compartment 4 are vertically disposed within the first duct 2. A second fan 9 is detachably disposed within the first storage compartment 3 and the second storage compartment 4. The take-off and landing requirements are met by changing the working angle of the second fan 9 within the first duct 2. A first fan 5 is also disposed on two wings 12 symmetrically disposed on both sides of the fuselage 1.

[0038] Currently, vertical takeoff and landing (VTOL) fixed-wing aircraft have significant drawbacks. For example, the VTOL process relies entirely on engine thrust to lift the aircraft off the ground, resulting in substantial energy loss. During VTOL, the aircraft's attitude is unstable due to zero airspeed and lack of control effect. Generally, the vertical flight system and propulsion system are separate systems, leading to a large overall aircraft weight and low energy efficiency. During in-flight attitude transitions, the low airspeed makes the flight attitude prone to instability. Overall, the aircraft's low-speed performance is poor. In other words, it cannot effectively achieve stability during takeoff, while also incurring energy losses. Furthermore, its integration is limited. This application addresses this by using ducted motors for the second fan 9 and the first fan 5, ensuring stable lift. By changing the airflow direction within the duct, the airflow is directed towards the wing surface, creating a pressure difference between the upper and lower surfaces of the wing. This allows the aircraft to generate lift even at zero airspeed, and the blowing airflow provides control effect to the main wing control surfaces. Simultaneously, because the air is evenly distributed across the upper wing surface, lift is generated across the entire wing surface.

[0039] The installation of two second fans 9 at the front and rear of fuselage 1 can ensure stable takeoff, balance the thrust of fuselage 1, ensure smooth takeoff of the aircraft, and provide good control effect to avoid the problem of crash due to attitude instability.

[0040] In a preferred embodiment, a third duct 10 is provided at the end of the second fan 9, and the two sides of the second fan 9 are rotatably disposed in the first duct 2 via the second shaft 23. The second fan 9 is connected to the body 1 via the second telescopic component 21.

[0041] Since the duct in this design is an electric duct, there is no high temperature during operation, thus avoiding the requirements of traditional oil-powered engines on aircraft fuselage materials.

[0042] The second telescopic component 21 can change the angle of the second fan 9 within the first duct 2, thereby satisfying the lift required for vertical takeoff and also serving as the driving force after level flight, ensuring stability during high-speed flight. Compared with traditional designs, it can switch between different states, improving the flight controllability of the aircraft, while also having high integration and good performance.

[0043] like Figures 15-17In a preferred embodiment, the body 1 is provided with a second through hole 101 and a third through hole 102. The second shaft 23 is located in the third through hole 102. A first shaft 22 is provided on one side of the second shaft 23. The second telescopic assembly 21 includes a second push rod 2102 that is telescopically disposed in the first cylinder 2101. The ends of the first cylinder 2101 and the second push rod 2102 are respectively provided with a first base 2103 and a second base 2104. The first shaft 22 passes through the second base 2104. The first base 2103 is hinged to the first duct 2 by a pin 2105. The pin 2105 is located in the second through hole 101.

[0044] The fuselage 1 is equipped with a rotatable twin-engine ducted second fan 9 at the front and rear. During the vertical takeoff and landing phase, the second fan 9 rotates to the downward position to provide upward power. During mode switching, the second fan 9 rotates to 45° to provide the aircraft with advance acceleration. Finally, during the level flight phase, the second fan 9 rotates to the same axis to provide the aircraft with dual-engine propulsion power. The direction of force of the second fan 9 can be adjusted by the displacement of the second telescopic component 21 to meet the needs of different stages of vertical takeoff.

[0045] In a preferred embodiment, a cavity 13 is provided on the inner side of the wing 12, and a second duct 6 is provided at the end of the first fan 5. A slide 602 and a valve 18 are provided in the second duct 6. The airflow direction control of the first fan 5 is completed by the opening and closing of the slide 602 and the valve 18.

[0046] By cooperating with valve 18 and slide 602, the airflow direction of the first fan 5 can be adjusted to ensure the lift requirements during low-speed flight and form a stable rudder effect. At the same time, it can also avoid the loss of airflow energy after high-speed flight. The design is ingenious and easy to use.

[0047] like Figures 9-14 In the preferred embodiment, the upper side of the cavity 13 is provided with multiple air outlets 15, the slide rail 602 is provided through the bottom of the second duct 6 near the first fan 5, the valve 18 is rotatably disposed in the second duct 6, and the valve 18 is connected to a baffle 19 through the first telescopic component 17, and the baffle 19 and the slide rail 602 are slidably connected.

[0048] The air outlet 15 is located on the rear side of the slide, away from the first fan 5. Through the cooperation of the valve 18 located in the second duct 6 and the slide 602, during vertical takeoff and landing and low-speed flight, the valve 18 is closed, allowing the gas in the second duct 6 to enter the cavity 13 in the wing 12, and then the airflow is discharged through the air outlet 15 at the top of the cavity 13, giving the aircraft a good low-speed flight capability. When the aircraft completes the mode transition, that is, after taking off from the vertical state and entering the horizontal flight state, the valve 18 opens and the slide 602 closes. At this time, the airflow in the second duct 6 no longer passes through the air outlet 15, and the energy is concentrated and propelled backward, giving the aircraft the ability to fly at high speed.

[0049] In a preferred embodiment, a first retaining ring 603 and a second retaining ring 604 are arranged parallel to each other on the inner side of the second duct 6, and a slide 602 is arranged on the outer side of the second retaining ring 604. The first retaining ring 603 and the second retaining ring 604 cooperate to form a sealing chamber 605. The valve 18 is located in the sealing chamber 605. A first through hole 601 is provided through the lower part of the sealing chamber 605. The valve 18 includes a ball 1801 and a round rod 1803. The round rod 1803 passes through the first through hole 601.

[0050] The valve 18 can open or close the sealing chamber 605 under the rotation of the round rod 1803, thereby cooperating with the slide rail 602 to guide the airflow of the first fan 5, directing the airflow to the required direction, and stably driving the aircraft to complete the vertical take-off and landing.

[0051] In a preferred embodiment, a channel 1802 is provided through the middle of the sphere 1801, a gear 1804 is sleeved on the outside of the round rod 1803, and the first telescopic assembly 17 includes a first push rod 1702 telescopically disposed in the first cylinder 1701. A rack 1703 is provided at the end of the first push rod 1702. One side of the rack 1703 is meshed with the gear 1804, and the other side of the rack 1703 is connected to the baffle 19 through the connecting rod 20. A weight reduction hole 1902 is provided in the middle of the baffle 19. The opening and closing of the slide 602 is completed by changing the position of the baffle 19.

[0052] The first telescopic component 17 is set inside the cavity 13, ensuring the streamlined shape of the overall aircraft. At the same time, it precisely controls the airflow of the first fan 5. Through the telescopic movement of the first push rod 1702, it changes its own position, thereby driving the valve 18 to rotate, realizing the opening and closing of the sealing chamber 605. At the same time, it changes the opening state of the slide 602, that is, the sealing chamber 605 and the slide 602 are in a relative open and closed state. The first telescopic component 17 adopts an electric push rod, which performs actions at the two end positions, responding quickly and maintaining a stable state.

[0053] In a preferred embodiment, a track plate 16 is provided on the inner side of the cavity 13, and a slide groove 1901 is provided on the lower part of the baffle 19. The track plate 16 is located in the slide groove 1901, and reinforcing ribs 1903 are provided on both sides of the slide groove 1901. One side of the reinforcing rib 1903 is fixed by a connecting rod 20 and a rack 1703.

[0054] The track 16 further ensures the movement accuracy of the baffle 19. At the same time, the top of the baffle 19 is stably attached to the top of the slide 602, achieving a precise seal. This ensures that when the slide 602 needs to be closed, the airflow will not leak from the slide 602 and escape through the air outlet 15, thus avoiding energy loss.

[0055] like Figure 18 In a preferred embodiment, a deflection module 11 is also provided on the outer side of the third duct 10. The deflection module 11 includes a swing assembly 24, which includes a servo motor 2406. The servo motor 2406 is connected to a second drive rod 2402 via a first drive rod 2401. A swing arm 2403 is provided on one side of the second drive rod 2402. The swing arm 2403 extends into the third duct 10. An airflow baffle 2404 is detachably provided on the swing arm 2403. A reinforcing ring 2405 is provided on the outer side of the airflow baffle 2404. The airflow baffle 2404 is used to change the airflow direction.

[0056] The airflow direction can be easily adjusted by the airflow baffle 2404, thereby enabling better flight control and ensuring stable and efficient operation of the aircraft throughout the entire process.

[0057] In a preferred embodiment, the inner side of the cavity 13 is formed into multiple compartments by multiple partitions 14, and the air outlets 15 are respectively set on the top of different compartments. The upper and lower parts of the first storage compartment 3 and the second storage compartment 4 are respectively folded with a first folding door 7 and a second folding door 8.

[0058] The airflow of the second fan 9 is controlled by opening or closing the first folding door 7 and the second folding door 8 to meet the needs of flight. The first folding door 7 and the second folding door 8 are electrically controlled, such as by using an electronic servo or an electric push rod to control the moving end of the hinge to rotate and open and close the folding doors, thereby ensuring the stability of airflow in different flight conditions.

[0059] Working principle: The aircraft has four built-in ducted fans (two first fans 5 and one second fan 9), which are evenly distributed in the front and rear directions of the fuselage and on both sides of the wings. During the vertical take-off and landing phase, the second fan 9 is switched to the forward-facing mode through the second telescopic component 21. After the power of all fans is turned on, the four fans start simultaneously. The airflow generated in the second duct 6 on the wing 12 is evenly distributed to the surface of the wing 12 through the air outlet 15, generating lift and roll rudder effect. The engines at the front and rear of the fuselage generate downward and backward thrust. The backward thrust is used to balance the forward thrust of the wing. The downward thrust plus the lift generated by the wing drives the aircraft to move upward. Upon reaching the target altitude, the second telescopic assembly 21 switches, causing the twin engines to rotate to the rearward side, such as at a 45° angle, accelerating the aircraft forward. Once the aircraft reaches the target speed, the second telescopic assembly 21 switches again, at which point the valve 18 behind the second duct 6 on the wing 12 opens, and the airflow exits the wing 12 directly without passing through the exhaust port 13. The first duct 2 on the fuselage adjusts its rotation speed according to the speed requirements for propulsion. Conversely, upon reaching the target altitude, the process is reversed, and the aircraft decelerates and descends vertically.

[0060] The above embodiments are merely preferred technical solutions of the present invention and should not be considered as limitations on the present invention. The scope of protection of the present invention should be limited to the technical solutions described in the claims, including equivalent substitutions of the technical features described in the claims. That is, equivalent substitutions and improvements within this scope are also within the scope of protection of the present invention.

Claims

1. An electrically powered uniform blow wing vertical fixed wing characterized by: Including first duct (2) that is set through along the axis of fuselage (1), vertical through first storage bin (3) and second storage bin (4) are set in first duct (2), respectively detachable second fan (9) is set in first storage bin (3) and second storage bin (4), by changing the working angle of second fan (9) in first duct (2) to complete the state requirement of taking off and landing, first fan (5) is also set on the two wings (12) symmetrically arranged on the both sides of fuselage (1).

2. The motorized uniform airfoil vertical take-off fixed wing of claim 1, wherein: The end of second fan (9) is provided with third duct (10), and the two sides of second fan (9) are rotatably arranged in first duct (2) through second shaft (23), and second fan (9) is connected with fuselage (1) through second telescopic assembly (21).

3. The motorized uniform airfoil vertical take-off fixed wing of claim 2, wherein: Second shaft (23) is located in third through hole (102), one side of second shaft (23) is provided with first shaft (22), and second telescopic assembly (21) comprises second top rod (2102) telescopically arranged in first cylinder (2101), and the ends of first cylinder (2101) and second top rod (2102) are respectively provided with first base (2103) and second base (2104), first shaft (22) is arranged in second base (2104), first base (2103) is hinged to first duct (2) through bolt (2105), and bolt (2105) is located in second through hole (101).

4. The motorized uniform airfoil vertical take-off fixed wing of claim 1, wherein: The inside of wing (12) is provided with cavity (13), the end of first fan (5) is provided with second duct (6), slide (602) and valve (18) are arranged in second duct (6), and airflow control of first fan (5) is completed by opening and closing cooperation of slide (602) and valve (18).

5. The motorized uniform airfoil vertical take-off fixed wing of claim 1, wherein: A plurality of air outlets (15) are arranged through the upper side of cavity (13), slide (602) is arranged through the bottom of second duct (6) on the side close to first fan (5), valve (18) is rotatably arranged in second duct (6), valve (18) is connected with baffle (19) through first telescopic assembly (17), and baffle (19) and slide (602) are slidably connected.

6. The motorized uniform airfoil vertical take-off fixed wing of claim 5, wherein: The inside of second duct (6) is provided with first blocking ring (603) and second blocking ring (604) in parallel, slide (602) is arranged outside second blocking ring (604), first blocking ring (603) and second blocking ring (604) cooperate to form sealed chamber (605), valve (18) is located in sealed chamber (605), first through hole (601) is arranged through the lower part of sealed chamber (605), valve (18) comprises ball (1801) and round rod (1803), and round rod (1803) is arranged in first through hole (601).

7. The motorized uniform airfoil vertical takeoff fixed wing of claim 6, wherein: The middle part of the sphere (1801) is provided with a channel (1802), the outer side of the round rod (1803) is provided with a gear (1804), the first telescopic assembly (17) comprises a first top rod (1702) telescopically arranged in a first cylinder (1701), the first top rod (1702) is provided with a rack (1703) at the end, one side of the rack (1703) is in meshing connection with the gear (1804), the other side of the rack (1703) is connected through a connecting rod (20) and a baffle (19), the middle part of the baffle (19) is provided with a lightening hole (1902), the opening and closing of the slide (602) is completed by changing the position of the baffle (19).

8. The motorized uniform airfoil vertical takeoff fixed wing of claim 7, wherein: The inner side of the cavity (13) is further provided with a track plate (16), the lower part of the baffle (19) is provided with a sliding groove (1901), the track plate (16) is located in the sliding groove (1901), the two sides of the sliding groove (1901) are respectively provided with a reinforcing rib (1903), and the reinforcing rib (1903) on one side is fixed through the connecting rod (20) and the rack (1703).

9. The motorized uniform airfoil vertical take-off fixed wing of claim 2, wherein: The outer side of the third duct (10) is further provided with a direction changing module (11), the direction changing module (11) comprises a swing assembly (24), the swing assembly (24) comprises a steering gear (2406), the steering gear (2406) is connected with a second driving rod (2402) through a first driving rod (2401), a swing rod (2403) is arranged on one side of the second driving rod (2402), the swing rod (2403) extends into the third duct (10), an airflow baffle (2404) is detachably arranged on the swing rod (2403), a reinforcing ring (2405) is arranged on the outer side of the airflow baffle (2404), and the airflow baffle (2404) is used for changing the direction of airflow.

10. The motorized uniform airfoil vertical take-off fixed wing of claim 5, wherein: The inner side of the cavity (13) forms a plurality of cabins through a plurality of partitions (14), the air outlets (15) are arranged at the top of different cabins respectively, and the upper part and the lower part of the first storage bin (3) and the second storage bin (4) are respectively provided with a first folding door (7) and a second folding door (8).

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