Long-endurance ducted composite wing aircraft

Abstract

The invention relates to the technical field of ducted aircrafts, and particularly discloses a long-endurance ducted composite wing aircraft which comprises an aircraft body, an undercarriage and an energy assembly, the undercarriage and the energy assembly are mounted on the lower surface of the aircraft body, a propelling cover is fixedly connected to the upper surface of the aircraft body, and flow deflectors are further arranged on the upper surface of the aircraft body. Mounting covers are integrally arranged on the front side face and the rear side face of the machine body, mounting frames are arranged in the mounting covers and the propelling cover, a flow guide cover is arranged at the top end of each mounting cover, and the mounting frames in the mounting covers and the propelling cover are in bearing connection with the shaft end of a lift-off paddle and the shaft end of a propelling paddle correspondingly. When the aircraft flies, particles can be reduced or even prevented from entering an area where the lift-off blades rotate, so that damage to the lift-off blades caused by the particles can be avoided, namely, the hovering stability of the aircraft in an area with large flying dust can be conveniently guaranteed, in addition, the resistance of the aircraft during propelling can be reduced, and the cruising ability of the aircraft can be improved.

Description

Technical Field

[0001] This invention relates to the field of ducted ducted vehicle technology, specifically to a long-endurance ducted compound wing vehicle. Background Technology

[0002] An aircraft is a flying device used in the aviation equipment industry. Existing aircraft are mainly divided into three categories: fixed-wing aircraft, rotorcraft, and compound-wing aircraft. Fixed-wing aircraft rely on runways for takeoff and landing. Although they have the advantages of high-speed cruise and long endurance, they have stringent requirements for takeoff and landing sites and cannot be flexibly deployed in confined spaces or complex terrains, which limits their application in scenarios such as urban low-altitude and mountain rescue. Rotorcraft generate lift through rotors to achieve vertical takeoff and landing. They have strong low-altitude hovering and maneuverability and can operate precisely in confined areas. However, due to the limitations of rotor aerodynamic efficiency, their cruise speed is relatively slow, their range is relatively short, and their stability at high speeds is poor. They also have weak wind resistance and cannot meet the requirements of long-distance, high-efficiency operations. To address these contradictions, compound wing aircraft have emerged, combining the structural characteristics of fixed-wing and rotor systems to attempt to balance vertical takeoff and landing (VTOL) and high-speed cruise performance. Currently, most mainstream compound wing aircraft adopt a hybrid layout of "multi-rotor + fixed-wing." During VTOL, the multi-rotor provides lift, while during level flight, the aircraft switches to fixed-wing cruise mode. However, this layout still faces several technical bottlenecks: Firstly, during level flight, the multi-rotor structure generates additional wind resistance, significantly reducing cruise efficiency. Furthermore, the high-speed rotation of the rotor can easily interact with the airflow, causing aerodynamic interference and affecting flight stability. Secondly, the switching mechanism between multi-rotor and fixed-wing systems is complex, requiring precise control of power distribution and attitude adjustment. During the switching process, attitude jitter can easily occur, and there is even a risk of instability, especially under adverse weather conditions where reliability is insufficient. As a highly efficient aerodynamic layout, the ducted structure can significantly improve the lift efficiency of the rotor by constraining the airflow of the rotor through the annular duct, while reducing the energy loss caused by airflow diffusion. In addition, the duct shell can effectively shield the rotor, reduce external airflow interference, and improve flight stability and safety. Combining the ducted structure with the compound wing layout to form the ducted compound wing aircraft has become an important direction to break through the limitations of traditional compound wing technology. Existing ducted compound wing aircraft are prone to ingesting particulate matter during flight, especially when hovering in areas with high dust levels. Particulate matter ingested into the fan blade area can damage the fan blades, thus causing the aircraft to lose its stability. In addition, existing ducted composite wing aircraft need to overcome propulsion drag during flight, which increases their energy consumption and is not conducive to improving their endurance. Therefore, a long-endurance ducted compound wing aircraft is needed to solve the above problems. Summary of the Invention

[0003] The purpose of this invention is to provide a long-endurance ducted compound wing aircraft to solve the problems mentioned in the background art, such as the easy ingestion of particulate matter and poor endurance of existing ducted compound wing aircraft.

[0004] To achieve the above objectives, the present invention provides the following technical solution: A long-endurance ducted compound wing aircraft includes a fuselage, landing gear and power components mounted on its lower surface. A propulsion cowling is fixedly connected to the upper surface of the fuselage, and a deflector is also provided on the upper surface of the fuselage. Mounting covers are integrally formed on the front and rear sides of the fuselage, and mounting frames are provided inside both the mounting covers and the propulsion cowling. A deflector is provided at the top of each mounting cover. The shaft ends of the lift rotor blade and the propulsion rotor blade are respectively bearing-connected to the mounting frames inside the mounting covers and the upper end of the mounting frames inside the mounting covers. A lift motor is mounted on the upper end of the mounting frame inside the mounting cover. The shaft end is coaxially and fixedly connected to the shaft end of the propeller blade. The upper surface of the body is equipped with a propulsion motor via a motor frame, and the propulsion motor is connected to the shaft end of the propeller blade via a belt drive structure. The upper surface of the body is provided with a baffle, which is sleeved on the outside of the propulsion cover and the propulsion motor. The left and right sides of the body are provided with a flow guiding and impurity removal mechanism, which includes air guide grooves on both sides of the body. The interior of the body is connected to all the mounting covers via a flow guiding and propulsion mechanism, which includes two air delivery channels located inside the body.

[0005] Preferably, both ends of the fuselage are flat conical structures to reduce wind resistance during flight.

[0006] Preferably, the flow guiding and impurity removal mechanism further includes a flow guiding arc plate disposed in each air guiding groove, and two impurity collection plates disposed in each air guiding groove, wherein the flow guiding arc plate is disposed between the corresponding two impurity collection plates.

[0007] Preferably, the cross-section of the guide arc plate is an isosceles triangle, and the center of the guide arc plate and the center of the air guide groove are on the same vertical line, and the inclined surface on the outer side of the impurity collection plate is coplanar with the side surface opposite to the guide arc plate.

[0008] Preferably, the flow guiding and propulsion mechanism further includes two distribution channels disposed in the body, and both distribution channels are connected to the corresponding air guide grooves through the air intake channel. The two ends of the two distribution channels are connected through two air delivery channels, and a solenoid valve is provided at the connection between the air delivery channel and the distribution channel.

[0009] Preferably, the flow guiding and propulsion mechanism further includes an air collection channel disposed inside the mounting cover, and the air collection channel extends through the exhaust hole to the inner top of the mounting cover. The air collection channel is connected to the corresponding air delivery channel through the air guiding channel.

[0010] Preferably, the internal structure of the machine body is equipped with a control component for controlling the propulsion motor, the lift motor, and the solenoid valve.

[0011] Preferably, both the shield and the fairing are made of elastic plastic, and the upper end of the shield and the fairing are both upward-pointing pointed structures, which helps to reduce the drag of the aircraft taking off.

[0012] Preferably, the longitudinal depth of the distribution channel is not less than twice the longitudinal depth of the intake channel, and the opening through which the intake channel and the air guide groove pass is located between two impurity collection plates on the same side, and the maximum longitudinal thickness of the guide arc plate is not less than three times the longitudinal depth of the intake channel.

[0013] Compared with the prior art, the beneficial effects of the present invention are: the long-endurance ducted compound wing aircraft can reduce or even avoid particulate matter entering the area where the propeller blades rotate during flight, thereby preventing damage to the propeller blades caused by particulate matter. In other words, it can help ensure the stability of the aircraft when hovering in areas with large amounts of dust. In addition, it can also reduce the drag of the aircraft during propulsion, which helps to improve its endurance. 1. By using the guide arc plate, gas can be prevented from directly entering the air intake channel. In conjunction with the use of the impurity collection plate, the particulate matter can enter the air guide channel with the gas, and then enter the impurity collection plate by its own inertia. As the aircraft propels, it is discharged from the end of the impurity collection plate, thereby reducing or even preventing particulate matter from entering the air intake channel, which means reducing or even preventing particulate matter from entering the mounting cover. This can reduce or even eliminate the contact between particulate matter and the propeller blades, thereby ensuring the stability of the aircraft when hovering in areas with large dust. 2. Through the air supply channel and the solenoid valve installed at its end, the air that causes resistance to the aircraft's propulsion enters from the corresponding air guide slot, passes through the gap between the guide arc plate and the impurity collection plate into the intake channel, and then passes through the distribution channel, the air supply channel and the air guide channel in sequence into the collection channel. Finally, it is discharged above the liftoff blades through the exhaust port. This allows the air that causes resistance to the aircraft's propulsion to become an aid to the aircraft's maintaining its aerial state. Furthermore, due to the suction generated by the air guide slot, air resistance can be converted into propulsion assistance for the aircraft, thereby greatly reducing energy consumption and helping to improve the aircraft's endurance. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the main structure of the present invention; Figure 2 This is a schematic diagram of the structure of the present invention from a bottom view; Figure 3 This is a partial cross-sectional view of the present invention; Figure 4 For the present invention Figure 3Enlarged structural diagram of point A in the middle; Figure 5 This is a cross-sectional view of the present invention. Figure 6 For the present invention Figure 5 Enlarged structural diagram of point B; Figure 7 This is a schematic diagram of the longitudinal section structure of the present invention; Figure 8 For the present invention Figure 7 A magnified structural diagram of point C.

[0015] In the diagram: 1. Airframe; 2. Baffle; 3. Propulsion motor; 4. Guide vane; 5. Mounting cover; 6. Draft fairing; 7. Landing gear; 8. Power unit; 9. Lifting propeller blade; 10. Propulsion blade; 11. Propulsion fairing; 12. Air guide slot; 13. Air intake channel; 14. Distribution channel; 15. Air collection channel; 16. Exhaust port; 17. Mounting bracket; 18. Lifting motor; 19. Air guide channel; 20. Air delivery channel; 21. Solenoid valve; 22. Motor frame; 23. Belt drive structure; 24. Guide arc plate; 25. Impurity collection plate. Detailed Implementation

[0016] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0017] Please see Figures 1-8 The present invention provides the following technical solution: Example 1: To address the issue of poor endurance in previous ducted compound wing aircraft, the following technical solution is provided: a long-endurance ducted compound wing aircraft, comprising a fuselage 1, landing gear 7 mounted on its lower surface, and an energy unit 8. A propulsion cowling 11 is fixedly connected to the upper surface of the fuselage 1, and a flow deflector 4 is also provided on the upper surface of the fuselage 1. Mounting covers 5 are integrally formed on the front and rear sides of the fuselage 1, and mounting frames 17 are provided inside both the mounting covers 5 and the propulsion cowling 11. A flow deflector 6 is provided at the top of each mounting cover 5. The mounting frames 17 inside the mounting covers 5 and the propulsion cowling 11 are respectively bearing the shaft ends of the lift blade 9 and the propulsion blade 10. Furthermore, an air-lift motor 18 is installed on the upper end of the mounting bracket 17 inside the mounting cover 5. The shaft end of the air-lift motor 18 is coaxially and fixedly connected to the shaft end of the air-lift blade 9. A propulsion motor 3 is installed on the upper surface of the fuselage 1 through the motor bracket 22. The propulsion motor 3 is connected to the shaft end of the propulsion blade 10 through the belt drive structure 23. A baffle 2 is provided on the upper surface of the fuselage 1. The baffle 2 is fitted on the outside of the propulsion cover 11 and the propulsion motor 3. The interior of the fuselage 1 is connected to all the mounting covers 5 through a flow-guiding propulsion mechanism. The flow-guiding propulsion mechanism includes two air supply channels 20 set inside the fuselage 1. Both the left and right ends of the fuselage 1 are flat conical mechanisms used to reduce the wind resistance of the fuselage 1 during flight.

[0018] The flow guiding and propulsion mechanism also includes two distribution channels 14 disposed within the body 1, and both distribution channels 14 are connected to the corresponding air guide grooves 12 through air intake channels 13. The two ends of the two distribution channels 14 are connected through two air delivery channels 20, and a solenoid valve 21 is provided at the connection between the air delivery channel 20 and the distribution channel 14. The flow guiding and propulsion mechanism also includes an air collection channel 15 disposed inside the mounting cover 5, and the air collection channel 15 extends to the inner top of the mounting cover 5 through an exhaust port 16. The air collection channel 15 is connected to the corresponding air delivery channel 2 through an air guide channel 19. The fuselage 1 is connected in a continuous manner. The internal structure of the fuselage 1 is equipped with control components for controlling the propulsion motor 3, the lift motor 18 and the solenoid valve 21. The shield 2 and the guide fairing 6 are both made of elastic plastic. The upper end of the shield 2 and the guide fairing 6 are both upward-pointing pointed structures, which helps to reduce the drag of the aircraft's take-off. The longitudinal depth of the distribution channel 14 is not less than twice the longitudinal depth of the air intake channel 13. The opening connecting the air intake channel 13 and the air guide groove 12 is located between two impurity collection plates 25 on the same side. The maximum longitudinal thickness of the guide arc plate 24 is not less than three times the longitudinal depth of the air intake channel 13.

[0019] according to Figures 1-6 When in use, the energy component 8 supplies power to the propulsion motor 3, the lift motor 18 and the solenoid valve 21. The lift motor 18 is used for the vertical take-off and landing of the aircraft, and the propulsion motor 3 is used for the forward and backward movement of the aircraft. With both the lift motor 18 and the propulsion motor 3 running, the aircraft will be able to fly in the air. During the flight, the oncoming air will enter the corresponding air guide slot 12, and then enter the opening of the air intake channel 13 through the gap between the guide arc plate 24 and the impurity collection plate 25, and then enter the distribution channel 14 after passing through the air intake channel 13. Since the two solenoid valves 21 in the direction of the aircraft's flight are open, while the two solenoid valves 21 at the other end are closed, the air enters the distribution channel 14 and then enters the collection channel 15 through the air supply channel 20 and the air guide channel 19 in sequence. The air entering the air collection channel 15 is eventually discharged to the top of all the lift blades 9 through the exhaust port 16. During the process, when the lift blades 9 rotate, the air above the lift blades 9 will be discharged to the bottom of them. When the aforementioned aircraft is in flight, the oncoming air will be converted from drag into an assist force, which will help reduce the energy consumption of the aircraft and improve its endurance.

[0020] Example 2: To solve the problem that ducted compound wing aircraft are not easy to hover in areas with large dust, the following technical solution is provided: the airflow guiding and dust removal mechanism is provided on both the left and right sides of the fuselage 1, and the airflow guiding and dust removal mechanism includes air guide slots 12 provided on both the left and right sides of the fuselage 1.

[0021] The flow guiding and impurity removal mechanism also includes a flow guiding arc plate 24 disposed in each air guiding groove 12, and two impurity collection plates 25 disposed in each air guiding groove 12. The flow guiding arc plate 24 is disposed between the corresponding two impurity collection plates 25. The cross section of the flow guiding arc plate 24 is an isosceles triangle, and the center of the flow guiding arc plate 24 and the center of the air guiding groove 12 are on the same vertical line. The inclined surface on the outer side of the impurity collection plate 25 is coplanar with the side surface opposite to the flow guiding arc plate 24.

[0022] according to Figures 7-8 When the aircraft is flying, the oncoming air will carry particulate matter. Under its inertia, the particulate matter will hit the impurity collection plate 25 and fall into the interior of the upper impurity collection plate 25 or slide directly from the lower impurity collection plate 25. As air is continuously drawn into the air guide 12, the particles that fall into the impurity collection plate 25 at the upper position will gradually be discharged from its tail end. This allows the aircraft to reduce or even prevent particulate matter from entering the rotation area of ​​the propeller blades 9 in areas with high dust levels, thereby ensuring stable hovering of the aircraft in areas with high dust levels.

[0023] The contents not described in detail in this specification are existing technologies known to those skilled in the art.

[0024] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A long-endurance ducted composite wing aircraft, comprising an airframe (1) and landing gear (7) and a power unit (8) mounted on its lower surface, characterized in that: The upper surface of the body (1) is fixedly connected to a propulsion shield (11), and the upper surface of the body (1) is also provided with a guide vane (4). The front and rear sides of the body (1) are integrally provided with mounting covers (5), and the interior of the mounting cover (5) and the propulsion shield (11) is provided with mounting brackets (17). The top of each mounting cover (5) is provided with a guide vane (6). The mounting brackets (17) inside the mounting cover (5) and the propulsion shield (11) are respectively connected to the shaft end of the lift blade (9) and the shaft end of the propulsion blade (10) by bearings. The upper end of the mounting bracket (17) inside the mounting cover (5) is equipped with a lift motor (18), and the shaft end of the lift motor (18) is coaxial with the shaft end of the lift blade (9). The upper surface of the body (1) is fixedly connected to a propulsion motor (3) mounted on a motor frame (22). The propulsion motor (3) is connected to the shaft end of the propulsion blade (10) via a belt drive structure (23). A baffle (2) is provided on the upper surface of the body (1). The baffle (2) is fitted on the outside of the propulsion cover (11) and the propulsion motor (3). A flow guiding and impurity removal mechanism is provided on both the left and right sides of the body (1). The flow guiding and impurity removal mechanism includes air guide grooves (12) provided on both the left and right sides of the body (1). The interior of the body (1) is connected to all the mounting covers (5) via a flow guiding and propulsion mechanism. The flow guiding and propulsion mechanism includes two air supply channels (20) provided inside the body (1).

2. The long-endurance ducted composite wing aircraft according to claim 1, characterized in that: Both ends of the body (1) are flat conical structures used to reduce wind resistance when the body (1) is in flight.

3. The long-endurance ducted composite wing aircraft according to claim 2, characterized in that: The flow guiding and impurity removal mechanism also includes a flow guiding arc plate (24) provided in each air guiding groove (12), and two impurity collection plates (25) are also provided in each air guiding groove (12), with the flow guiding arc plate (24) positioned between the corresponding two impurity collection plates (25).

4. A long-endurance ducted composite wing aircraft according to claim 3, characterized in that: The cross section of the flow guide plate (24) is an isosceles triangle, and the center of the flow guide plate (24) and the center of the air guide groove (12) are on the same vertical line. The inclined surface of the outer side of the impurity collection plate (25) is coplanar with the side surface opposite to the flow guide plate (24).

5. A long-endurance ducted composite wing aircraft according to claim 4, characterized in that: The flow guiding and propulsion mechanism also includes two distribution channels (14) set in the body (1), and the two distribution channels (14) are connected to the corresponding air guide groove (12) through the air intake channel (13). The two ends of the two distribution channels (14) are connected through two air supply channels (20), and a solenoid valve (21) is provided at the part where the air supply channel (20) connects to the distribution channel (14).

6. A long-endurance ducted compound wing aircraft according to claim 5, characterized in that: The flow guiding and propulsion mechanism also includes an air collection channel (15) disposed inside the mounting cover (5), and the air collection channel (15) extends through the exhaust hole (16) to the inner top of the mounting cover (5). The air collection channel (15) is connected to the corresponding air delivery channel (20) through the air guiding channel (19).

7. A long-endurance ducted composite wing aircraft according to claim 6, characterized in that: The body (1) is equipped with a control component for controlling the propulsion motor (3), the lift motor (18) and the solenoid valve (21).

8. A long-endurance ducted compound wing aircraft according to claim 7, characterized in that: Both the shield (2) and the fairing (6) are made of elastic plastic, and the upper end of the shield (2) and the fairing (6) are both upward-pointing pointed structures, which helps to reduce the drag of the aircraft taking off.

9. A long-endurance ducted composite wing aircraft according to claim 8, characterized in that: The longitudinal depth of the distribution channel (14) is not less than twice the longitudinal depth of the intake channel (13), and the opening through which the intake channel (13) and the air guide groove (12) pass is located between two impurity collection plates (25) on the same side. The maximum longitudinal thickness of the guide arc plate (24) is not less than three times the longitudinal depth of the intake channel (13).

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