Long-endurance aircraft layout design structure

Abstract

The invention belongs to the field of aircraft design, and particularly relates to a long-endurance aircraft layout design structure which is characterized in that a fuselage is divided into three sections which are arranged side by side, and wings are divided into three sections which are connected end to end; the fuselages are connected with the adjacent wings through rotating shafts, and the adjacent fuselages are connected through rotating shafts; the adjacent wings can be driven to be close to or away from each other by controlling the rotating shafts to rotate; the fuselage and the wings can form a hangar storage form, a take-off and landing operation form and an air flight form. Firstly, the hangar storage form size of the long-endurance airplane is compact, the spanwise size is favorably controlled, and the airplane can be conveniently stored in the hangar and subjected to other operations; secondly, design constraints such as geometric dimensions, lift force characteristics, control capacity and load impact are considered in the take-off and landing operation form, and the aircraft is supported to complete catapult-assisted take-off and landing arresting operation. Finally, the span-chord ratio of the air flight form is large, the aerodynamic efficiency is improved, and the mission ability of the aircraft is enhanced.

Description

Technical Field

[0001] This application belongs to the field of aircraft design, and specifically relates to a layout design structure for a long-endurance aircraft. Background Technology

[0002] Long endurance refers to an aircraft's ability to remain airborne for an extended period, allowing it to stay within a given area and complete specific missions. Key technical aspects of long-endurance aircraft include aerodynamic layout and optimization, propulsion systems and fuel efficiency, lightweight design, and material selection.

[0003] Aerodynamic layout and aerodynamic optimization. The aerodynamic layout of an aircraft affects its aerodynamic efficiency during flight. In order to reduce drag during missions, long-endurance aircraft typically use airfoils with a high lift-to-drag ratio and a large aspect ratio design.

[0004] Propulsion system and fuel efficiency. Engine fuel consumption rate has a significant impact on the fuel consumption of long-endurance aircraft. Therefore, aircraft design typically selects engines with relatively low fuel consumption rates, such as turbofan engines, turboprop engines, and electric propulsion engines. Additionally, on-board engine losses are also a significant factor, and the impact of propulsion system requirements on fuel consumption rate must be controlled.

[0005] Lightweight design and material selection. The lighter the aircraft, the farther it can fly on the same amount of fuel. Therefore, in-depth design is needed to reduce the empty weight of the aircraft. Common design methods include lightweight structural design, which uses the lightest possible design while ensuring structural strength and stiffness requirements. Additionally, composite materials, such as carbon fiber, are used to reduce weight while maintaining strength.

[0006] Long-endurance aircraft can stay in the target area for a long time, and this flight characteristic determines the following applications of long-endurance aircraft in the military field.

[0007] Reconnaissance and Surveillance. Long-endurance aircraft can perform high-altitude, long-range reconnaissance missions, monitoring enemy movements or sensitive areas in real time; Communications Relay. On the battlefield, long-endurance aircraft can serve as communications relay platforms, providing stable communication links for troops, especially in remote areas or complex terrain; Electronic Warfare and Jamming. Long-endurance aircraft can carry electronic warfare equipment, loitering at high altitudes for extended periods to perform tasks such as signal reconnaissance and jamming enemy radar and communication systems.

[0008] The larger the wingspan of a long-endurance aircraft, the greater its mission capability. However, existing long-endurance aircraft are not deployed on aircraft carriers due to geometric and structural strength constraints. On the one hand, the spanwise dimensions of long-endurance aircraft are too large, making parking, takeoff, and landing on carriers very difficult; on the other hand, the structural strength of long-endurance aircraft is relatively weak, making it difficult to withstand the loads of catapults and arresting gear. In summary, if long-endurance aircraft are to be deployed on carriers, the geometric dimensions of existing aircraft carriers are the key constraint on the size of long-endurance aircraft, and the structural strength requirements of aircraft carriers are the key constraint on the structure of long-endurance aircraft.

[0009] To improve the mission performance of long-endurance aircraft, innovative wing design is needed to ensure that the aircraft can meet the design requirements of hangar storage, takeoff and landing operations, and in-flight operation. Therefore, under hangar storage conditions, controlling the spanwise dimension of the wing and reducing the overall projected area are key requirements; under takeoff and landing operation conditions, controlling the spanwise dimension of the wing and balancing low-speed aerodynamic and structural design requirements are key requirements; and under in-flight conditions, increasing the aspect ratio and improving aerodynamic efficiency are key requirements. Summary of the Invention

[0010] To address the aforementioned problems, this application provides a long-endurance aircraft layout design structure to solve the problems in the prior art.

[0011] The technical solution of this application is: a layout design structure for a long-endurance aircraft, including a fuselage and wings;

[0012] The fuselage consists of three sections arranged side by side, and the wings consist of three sections connected end to end;

[0013] The fuselage is connected to the adjacent wings via a pivot, and the adjacent fuselages are connected to each other via a pivot; by controlling the rotation of the pivot, the adjacent wings can be moved closer or further apart.

[0014] The fuselage and wings can form three modes: storage mode, take-off and landing mode, and flight mode.

[0015] When in the hangar configuration, the three fuselage sections are close together and the five wing sections are folded along the direction of the fuselage.

[0016] When in takeoff and landing mode, the three fuselage sections are close together, the two wing sections at both ends are adjacent, and the three wing sections in the middle are folded together.

[0017] When in flight, the three fuselage sections are separated from each other, and the five wing sections are arranged in a straight line.

[0018] Preferably, the fuselage is provided with an equipment compartment, a fuel tank, a pivot structure compartment, a landing gear compartment, and a power compartment from front to back; the equipment compartment is provided with airborne equipment, the fuel tank is provided with fuel, the pivot structure compartment is connected to the wing, the landing gear is provided below the landing gear compartment, and the power compartment is provided with the engine.

[0019] Preferably, the fuselage is provided with a tail fin at its end. When in the storage mode or take-off and landing mode, the tail fin is folded and retracted; when in flight mode, the tail fin is deployed.

[0020] Preferably, the wing includes an outer wing, a middle outer wing, and an inner wing, with two sets of the outer wing and the middle outer wing arranged symmetrically, and the inner wing connected to the fuselage located in the middle position.

[0021] Preferably, the rotating shaft includes a first rotating shaft, a second rotating shaft, a third rotating shaft, and a fourth rotating shaft. The first rotating shaft is connected to the outer wing and the outer fuselage. The second and third rotating shafts are located between the middle outer wing and the inner wing. The middle outer wing is installed between the first and second rotating shafts. The fourth rotating shaft is connected to the inner wing and the middle fuselage. There are two sets of the first, second, and third rotating shafts, which are symmetrically arranged.

[0022] Preferably, a fuselage link is provided between adjacent fuselages. There are multiple sets of fuselage links, which are respectively located between the head and tail of the fuselage. The fuselage link is a telescopic structure.

[0023] Preferably, the fuselage linkage adopts a quadrilateral linkage mechanism.

[0024] Preferably, when in the storage configuration, by controlling the rotation of the first, second, third, and fourth pivots, the length of the fuselage linkage is adjusted to the shortest possible position, adjacent fuselages are brought into contact, the outer and middle outer wings are folded over the outer fuselage, the inner wing is folded over the inner fuselage, and the tail is folded in; the spanwise dimension of the aircraft is controlled to the minimum.

[0025] Preferably, when in takeoff and landing operation mode, by controlling the rotation of the first, second, third, and fourth pivots, the length of the fuselage linkage is adjusted to the shortest, and adjacent fuselages are brought into contact; the outer wings deploy to provide the lift required for takeoff and landing, and the outer wings are connected to each other at the wing root; the middle and outer wings and the inner wings are folded up above the fuselage; the tail fin deploys to provide the control capability required for takeoff and landing; the main load-bearing structures of adjacent fuselages are combined to withstand axial load impact.

[0026] Preferably, when in takeoff and landing mode, by controlling the rotation of the first, second, third and fourth pivots, the length of the fuselage linkage is adjusted to the longest possible length, and the outer wing, middle outer wing and inner wing are deployed in a straight line, so that the spanwise dimension of the entire aircraft is controlled to the maximum.

[0027] The long-endurance aircraft layout design structure of this application has the following advantages:

[0028] Firstly, the compact size of the hangar configuration for long-endurance aircraft facilitates control of spanwise dimensions and streamlines hangar operations. Secondly, the takeoff and landing configuration balances design constraints related to geometry, lift characteristics, handling capabilities, and load impact, supporting catapult takeoffs and arrested landings. Finally, the high aspect ratio of the in-flight configuration improves aerodynamic efficiency and enhances the aircraft's mission capabilities. Furthermore, the ability to switch between these three configurations allows long-endurance aircraft to select the most suitable configuration based on flight conditions. Attached Figure Description

[0029] Figure 1 This is a top view of the storage configuration of the long-endurance aircraft in this application;

[0030] Figure 2 This is a top view of the long-endurance aircraft takeoff and landing operation configuration of this application;

[0031] Figure 3 This is a top-down view showing the switching between takeoff and landing operation mode and aerial flight mode in this application;

[0032] Figure 4 This is a top view of the long-endurance aircraft in flight configuration as described in this application.

[0033] 1. Fuselage; 2. Wing; 3. Wing pivot; 4. Landing gear; 5. Tail; 6. Pivot wing sleeve; 7. Fuselage linkage; 11. Equipment bay; 12. Fuel tank; 13. Pivot bay; 14. Landing gear bay; 15. Engine bay; 16. Outer fuselage; 17. Inner fuselage; 21. Outer wing; 22. Outer middle wing; 23. Inner wing; 31. First pivot; 32. Second pivot; 33. Third pivot; 34. Fourth pivot; 41. Nose landing gear; 42. Main landing gear; 51. "V" tail; 52. Horizontal tail. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0035] The first aspect of this application provides a layout design structure for a long-endurance aircraft, including a fuselage 1 and a wing 2;

[0036] The fuselage 1 has three sections arranged side by side, and the wing 2 has three sections connected end to end;

[0037] The fuselage 1 is connected to the adjacent wing 2 via a pivot, and the adjacent fuselages 1 are connected to each other via pivots; by controlling the rotation of the pivots, the adjacent wings 2 can be moved closer or further apart;

[0038] The fuselage 1 and wings 2 can form three modes: storage mode, take-off and landing mode, and flight mode.

[0039] When in the storage configuration, the three fuselage sections 1 are attached together, and the five wing sections 2 are folded along the direction of the fuselage sections 1.

[0040] When in takeoff and landing mode, the three fuselage sections 1 are close together, the two wing sections 2 at both ends are adjacent, and the three wing sections 2 in the middle are folded together.

[0041] When in flight, the three fuselage sections 1 are separated from each other, and the five wing sections 2 are arranged in a straight line.

[0042] The modular design of the three-section fuselage (1) and five-section wing (2) enables flexible switching between three configurations, resolving the space constraints for parking, takeoff, landing, and flight of long-endurance aircraft. The hinge connection mechanism allows the wing (2) to be extended and retracted as needed, ensuring both the high aspect ratio advantage during flight and meeting the space limitations of hangar storage. The three configurations are designed for different operational scenarios, realizing the "one aircraft, multiple uses" design concept.

[0043] Preferably, the fuselage 1 includes, from front to rear, an equipment bay 11, a fuel tank 12, a pivot structure bay, a landing gear bay 4, and a power bay 15. The equipment bay 11 houses airborne equipment, the fuel tank 12 contains fuel, the pivot structure bay is connected to the wing 2, the landing gear 4 is located below the landing gear bay 4, and the power bay 15 houses the engine. Multiple sets of fuel tanks 12 can be arranged between the equipment bay 11, the pivot structure bay, the landing gear bay 4, and the power bay 15. The landing gear 4 also includes a nose landing gear 41 and a main landing gear 42.

[0044] The rational layout of equipment compartment 11, fuel compartment 12, pivot structure compartment, landing gear compartment 4 and power compartment 15 optimizes weight distribution and structural strength. The modular compartment design facilitates maintenance and component replacement, improving the maintainability of the aircraft.

[0045] Preferably, a tail fin 5 is provided at the end of the fuselage 1. When in the hangar storage mode and take-off and landing operation mode, the tail fin 5 is folded and retracted; when in flight mode, the tail fin 5 is deployed. The tail fin 5 includes a "V"-shaped tail fin 51 and a horizontal tail fin 52.

[0046] Preferably, the wing 2 includes an outer wing 21, a middle outer wing 22, and an inner wing 23. The outer wing 21 and the middle outer wing 22 each have two sets arranged symmetrically, and the inner wing 23 is connected to the fuselage 1 located in the middle. This symmetrical wing layout ensures the aircraft's flight stability, and the connection of the inner wing 23 to the central fuselage 1 optimizes the aerodynamic load transfer path.

[0047] Preferably, the rotating shaft includes a first rotating shaft 31, a second rotating shaft 32, a third rotating shaft 33, and a fourth rotating shaft 34. The first rotating shaft 31 is connected to the outer wing 21 and the outer fuselage 1. The second rotating shaft 32 and the third rotating shaft 33 are located between the middle outer wing 22 and the inner wing 23, with the middle outer wing 22 mounted between the first rotating shaft 31 and the second rotating shaft 32. The fourth rotating shaft 34 is connected to the inner wing 23 and the middle fuselage 1. There are two sets of each of the first rotating shaft 31, the second rotating shaft 32, and the third rotating shaft 33, arranged symmetrically. A rotating shaft sleeve 6 is also provided on the rotating shaft to protect it.

[0048] The four-stage pivot system ensures coordinated movement of each section of the wing during shape changes, and the symmetrically arranged pivot system improves the stability and durability of the mechanism.

[0049] Preferably, a connecting rod is provided between adjacent fuselage 1 units. There are multiple sets of fuselage 1 connecting rods, which are respectively located between the head and tail of the fuselage 1. The fuselage 1 connecting rods are telescopic structures. The telescopic connecting rods enable precise control of the distance between the fuselage units, and the connecting rod mechanism provides a stable form locking function in extreme positions (shortest / longest).

[0050] Preferably, the fuselage linkage 1 adopts a quadrilateral linkage mechanism.

[0051] Preferably, when in the hangar configuration, by controlling the rotation of the first pivot 31, the second pivot 32, the third pivot 33, and the fourth pivot 34, the length of the fuselage 1 linkage is adjusted to its shortest length, adjacent fuselage sections 1 are brought together, the outer wing 21 and the middle outer wing 22 are folded above the outer fuselage 16, the inner wing 23 is folded above the inner fuselage 17, and the tail fin 5 is folded down; the aircraft's spanwise dimension is minimized. This helps reduce interference between the aircraft and surrounding facilities when parked on the ground and reduces the size requirements for aircraft storage in the hangar. This state is called the hangar configuration for long-endurance aircraft.

[0052] Preferably, when in takeoff and landing operation mode, by controlling the rotation of the first rotating shaft 31, the second rotating shaft 32, the third rotating shaft 33 and the fourth rotating shaft 34, the length of the fuselage 1 linkage is adjusted to the shortest, and the adjacent fuselages 1 are in contact; the outer wings 21 are deployed to provide the lift required for takeoff and landing, and the outer wings 21 are connected to each other at the wing root, the middle outer wings 22 and the inner wings 23 are folded up above the fuselage 1, and the tail fin 5 is deployed to provide the control capability required for takeoff and landing; the main load-bearing structures of the adjacent fuselages 1 are combined to prepare to withstand axial load impact, so that the aircraft has the ability to take off and launch and arrested landing, and the main load-bearing structures are combined to withstand the impact load of launch and arrest.

[0053] Preferably, when in takeoff and landing mode, by controlling the rotation of the first pivot 31, the second pivot 32, the third pivot 33, and the fourth pivot 34, the length of the fuselage linkage 1 is adjusted to its maximum, and the outer wing 21, the middle outer wing 22, and the inner wing 23 are deployed in a straight line, maximizing the spanwise dimension of the entire aircraft. This helps to increase the aircraft's aspect ratio, improves the aerodynamic efficiency of the aircraft during cruise flight, and enhances the aircraft's mission capabilities. This state is called the flight mode of a long-endurance aircraft.

[0054] In summary, this application has the following advantages:

[0055] Firstly, the compact size of the hangar configuration for long-endurance aircraft facilitates control of spanwise dimensions and streamlines hangar operations. Secondly, the takeoff and landing configuration balances design constraints related to geometry, lift characteristics, handling capabilities, and load impact, supporting catapult takeoffs and arrested landings. Finally, the high aspect ratio of the in-flight configuration improves aerodynamic efficiency and enhances the aircraft's mission capabilities. Furthermore, the ability to switch between these three configurations allows long-endurance aircraft to select the most suitable configuration based on flight conditions.

[0056] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A layout design structure for a long-endurance aircraft, characterized in that, Includes fuselage (1) and wings (2); The fuselage (1) has three sections arranged side by side, and the wing (2) has three sections connected end to end; The fuselage (1) is connected to the adjacent wing (2) by a pivot, and the adjacent fuselages (1) are connected by a pivot; by controlling the rotation of the pivot, the adjacent wings (2) can be moved closer or further apart; The fuselage (1) and wings (2) can form three modes: storage mode, take-off and landing mode, and flight mode. When in the storage configuration, the three fuselage sections (1) are close together, and the five wing sections (2) are folded along the direction of the fuselage (1); When in take-off and landing mode, the three fuselage sections (1) are close together, the two wings (2) at both ends are adjacent, and the three wings (2) in the middle are folded together. When in flight mode, the three fuselage sections (1) are separated from each other, and the five wings (2) are arranged in a straight line.

2. The long-endurance aircraft layout design structure as described in claim 1, characterized in that, The fuselage (1) is provided with an equipment compartment (11), a fuel tank (12), a pivot structure compartment, a landing gear (4) compartment and a power compartment (15) from front to back. The equipment compartment (11) is provided with airborne equipment, the fuel tank (12) is provided with fuel, the pivot structure compartment is connected to the wing (2), the landing gear (4) is provided below the landing gear (4) compartment, and the power compartment (15) is provided with power.

3. The long-endurance aircraft layout design structure as described in claim 2, characterized in that, The fuselage (1) is provided with a tail fin (5) at its end. When in the storage mode and take-off and landing mode, the tail fin (5) is folded and retracted; when in the flight mode, the tail fin (5) is deployed.

4. The long-endurance aircraft layout design structure as described in claim 1, characterized in that, The wing (2) includes an outer wing (21), a middle outer wing (22) and an inner wing (23). The outer wing (21) and the middle outer wing (22) each have two sets and are symmetrically arranged. The inner wing (23) is connected to the fuselage (1) located in the middle position.

5. The long-endurance aircraft layout design structure as described in claim 4, characterized in that, The rotating shaft includes a first rotating shaft (31), a second rotating shaft (32), a third rotating shaft (33), and a fourth rotating shaft (34). The first rotating shaft (31) is connected to the outer wing (21) and the outer fuselage (1). The second rotating shaft (32) and the third rotating shaft (33) are located between the middle outer wing (22) and the inner wing (23). The middle outer wing (22) is installed between the first rotating shaft (31) and the second rotating shaft (32). The fourth rotating shaft (34) is connected to the inner wing (23) and the middle fuselage (1). There are two sets of the first rotating shaft (31), the second rotating shaft (32), and the third rotating shaft (33), which are symmetrically arranged.

6. The long-endurance aircraft layout design structure as described in claim 5, characterized in that, A fuselage (1) connecting rod is provided between adjacent fuselage (1). There are multiple sets of fuselage (1) connecting rods, which are respectively located between the head and tail of the fuselage (1). The fuselage (1) connecting rod is a telescopic structure.

7. The long-endurance aircraft layout design structure as described in claim 6, characterized in that, The fuselage (1) linkage adopts a quadrilateral linkage mechanism.

8. The long-endurance aircraft layout design structure as described in claim 6, characterized in that, When in the storage configuration, by controlling the rotation of the first pivot (31), the second pivot (32), the third pivot (33) and the fourth pivot (34), the length of the fuselage (1) linkage is adjusted to the shortest, the adjacent fuselage (1) is brought into contact, the outer wing (21) and the middle outer wing (22) are folded up above the outer fuselage (16), the inner wing (23) is folded up above the inner fuselage (17), and the tail (5) is folded up; the spanwise dimension of the aircraft is controlled to the minimum.

9. The long-endurance aircraft layout design structure as described in claim 6, characterized in that, When in takeoff and landing mode, by controlling the rotation of the first pivot (31), the second pivot (32), the third pivot (33) and the fourth pivot (34), the length of the fuselage (1) linkage is adjusted to the shortest, and the adjacent fuselages (1) are in close contact; the outer wings (21) are deployed to provide the lift required for takeoff and landing, the outer wings (21) are connected to each other at the wing root, the middle outer wings (22) and the inner wings (23) are folded up above the fuselage (1), and the tail (5) is deployed to provide the control capability required for takeoff and landing; the main load-bearing structures of the adjacent fuselages (1) are combined to prepare to withstand axial load impact.

10. The long-endurance aircraft layout design structure as described in claim 6, characterized in that, When in take-off and landing mode, by controlling the rotation of the first pivot (31), the second pivot (32), the third pivot (33) and the fourth pivot (34), the length of the fuselage (1) linkage is adjusted to the longest, the outer wing (21), the middle outer wing (22) and the inner wing (23) are unfolded in a "one" shape, and the spanwise dimension of the entire aircraft is controlled to the maximum.

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