Composite airfoil type land-air amphibious aircraft

Abstract

The invention discloses a composite wing type land-air amphibious aircraft which comprises an aircraft body and a driving vehicle, the aircraft body comprises an aircraft body, a composite wing assembly and an empennage, the composite wing assembly is integrally installed in the middle of the aircraft body, the empennage is installed at the tail of the aircraft body, and the composite wing assembly comprises a main wing and a rotor wing; the main wing is installed in the middle of the aircraft body, and the rotor wing is installed at the wingtip position of the main wing in the mode that the rotor wing can be driven to swing around the central axis of the main wing. The driving vehicle is detachably installed on the bottom face of the aircraft body and used for driving the aircraft body to walk on the ground. The composite wing type land-air amphibious aircraft is provided with the detachable driving vehicle, can be freely switched between land and air, is provided with the main wing and the rotor wing at the same time, has the advantages of a fixed wing aircraft and a rotor wing aircraft, can achieve rapid vertical take-off and landing in complex terrains, and is more suitable for rescue work after disasters.

Description

Technical Field

[0001] This invention belongs to the field of unmanned aerial vehicle technology and relates to a compound airfoil amphibious aircraft. Background Technology

[0002] To cope with frequent natural disasters, rescue drones are widely used at various disaster relief sites. Currently, domestic rescue drones are mainly used for aerial disaster relief and fire rescue. Using drones for rescue can prevent people from entering dangerous environments such as toxic, flammable, and explosive materials, thus effectively avoiding casualties. In addition, drones can be equipped with sensors, communication modules, or other corresponding functional devices to complete various detection tasks, such as detecting signs of life, and can transmit real-time images and data from the scene back to the command center via the cloud to facilitate rescue operations. When equipped with a transport payload, drones can be equipped with key rescue equipment such as auxiliary ropes, demonstrating the important role drones play in the rescue field.

[0003] Common drones are mainly multi-rotor drones and fixed-wing drones. In emergency rescue, multi-rotor drones have the advantage of high flexibility, but they have problems such as high energy consumption, short flight time, and weak wind resistance. Fixed-wing drones have high flight speed, but their take-off and landing requirements are high and their operating conditions are harsh, making them unable to take off and land quickly, which is not suitable for rapid disaster relief reconnaissance. At the same time, in some complex rescue environments, such as narrow gaps in ruins, drones cannot fly close enough to conduct reconnaissance or rescue, requiring rescuers to crawl in or use ground rescue equipment such as radar detectors to carry out rescue operations. This means that the superior performance of drones cannot be fully utilized.

[0004] To address these issues, a drone that is suitable for emergency rescue and disaster relief is needed. This drone should be able to take off and land regardless of terrain, enabling rapid response, and should be able to switch freely between land and air amphibious operation, making it suitable for rescue work in complex terrains after earthquakes and geological disasters. Summary of the Invention

[0005] In view of this, the present invention provides a compound airfoil amphibious aircraft with a detachable drive vehicle, which can freely switch between land and air amphibious operation and has both a main wing and a rotor, combining the advantages of fixed-wing aircraft and rotorcraft. It can achieve rapid vertical take-off and landing in complex terrain and is more suitable for disaster relief work.

[0006] This invention discloses a compound airfoil amphibious vehicle, comprising:

[0007] The aircraft body includes a fuselage, a compound wing assembly, and a tail fin. The compound wing assembly is integrally mounted in the middle of the fuselage, and the tail fin is mounted at the tail of the fuselage. The compound wing assembly includes a main wing and a rotor. The main wing is mounted in the middle of the fuselage, and the rotor is mounted at the wingtip of the main wing in a manner that allows it to be driven to swing around the central axis of the main wing.

[0008] A drive vehicle, which is detachably mounted on the bottom surface of the aircraft body, is used to drive the aircraft body to move on the ground.

[0009] Furthermore, the main wing is mounted on the fuselage in a manner that allows it to swing horizontally, and the main wing forms an angle α with the fuselage, the angle α being no greater than 90°.

[0010] Furthermore, the tail fin includes a horizontal wing arranged in a horizontal direction and a vertical wing arranged in a vertical direction. The vertical wing is mounted on the bottom surface of the horizontal wing, and the horizontal wing is mounted on the bottom surface of the fuselage through the vertical wing.

[0011] Furthermore, it also includes a tilt-transformer assembly for driving the rotor to oscillate. The tilt-transformer assembly includes a drive source I, a transmission rod, and a transmission disk. The drive source I is mounted on the main wing, and the transmission disk is mounted on the rotor. The drive source I and the transmission disk are connected through the transmission rod. The rotor is driven by the drive source I to oscillate around the central axis of the main wing through the transmission disk.

[0012] Furthermore, it also includes a horizontally variable assembly for driving the main wing to swing in the horizontal direction. The horizontally variable assembly includes a drive source II, an intermediate transmission assembly, and a driven disk. The drive source II is mounted on the fuselage, and the driven disk is mounted on the main wing. The drive source II drives the driven disk to swing through the intermediate transmission assembly, so that the main wing is driven to swing in the horizontal direction.

[0013] Furthermore, it also includes a connecting assembly for connecting the body and the drive vehicle. The connecting assembly includes a drive rod and a connecting disc. The connecting disc has a polygonal disc structure. The connecting disc is mounted on the bottom surface of the body via the drive rod. The top surface of the drive vehicle is provided with a receiving cavity for accommodating the connecting disc. The receiving cavity is provided with a connecting interface conforming to the connecting disc. The connecting disc is inserted into the receiving cavity through the connecting interface. The drive rod can be driven to rotate, and the connecting disc rotates accordingly and forms a snap-fit ​​with the connecting interface.

[0014] Furthermore, the intermediate transmission assembly includes a driving worm and a driven worm wheel that mesh with each other. The driving worm is connected to the drive source II to transmit the power of the drive source and drive the driven worm wheel to swing. The radial outer surface of the driven disk is provided with driven teeth that mesh with the driven worm wheel. The driven worm wheel drives the driven disk to swing through the driven teeth, thereby driving the main wing to swing.

[0015] Furthermore, there are two vertical wings arranged in parallel, and each of the vertical wings is equipped with a steering rudder.

[0016] Furthermore, the drive vehicle is tracked.

[0017] Furthermore, there are two main wings arranged symmetrically, and each main wing has a rotor installed at its wingtip.

[0018] The beneficial effects of this invention are:

[0019] This invention discloses a compound airfoil amphibious aircraft with a detachable drive vehicle, which can freely switch between land and air amphibious operation, making it more suitable for complex terrain after earthquakes and geological disasters. By combining a tilt-rotor with a fixed wing, it combines the advantages of both fixed-wing aircraft and rotorcraft, achieving flexible switching between vertical takeoff and level flight modes. The ingenious structure and high maneuverability make it suitable for various emergency rescue scenarios. The amphibious aircraft of this invention can achieve rapid vertical takeoff and landing in complex terrain, making it more suitable for post-disaster rescue work. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of the present invention from an isometric perspective;

[0021] Figure 2 This is a front view of the structure of the present invention;

[0022] Figure 3 This is a front view of the aircraft body of the present invention;

[0023] Figure 4 for Figure 3 A magnified view of a section at point A in the middle;

[0024] Figure 5 This is a top view of the aircraft body of the present invention;

[0025] Figure 6 This is a schematic diagram of the installation structure of the tilt-transformer assembly;

[0026] Figure 7 This is a schematic diagram of the tilt-transformation assembly from the isometric view.

[0027] Figure 8 This is a schematic diagram of the axle side of the drive vehicle.

[0028] Figure 9 A top view of the driving vehicle;

[0029] Figure 10 for Figure 9 Sectional view at point BB;

[0030] Figure 11 for Figure 10 A magnified view of a section at point C. Detailed Implementation

[0031] It should be noted that in the description of this specification, the terms "upper," "lower," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. In this embodiment, the various drive sources are not specifically shown in the figures, but their actual installation and selection can be adjusted according to flight requirements and the dynamic balance of the aircraft. This is understandable to those skilled in the art and will not be elaborated upon here. In this embodiment, the horizontal direction is along the horizontal plane, and the vertical direction is perpendicular to the horizontal plane.

[0032] As shown in the figure, this invention discloses a compound airfoil amphibious aircraft, including an aircraft body and a drive vehicle 6. The aircraft body includes a fuselage 1, a compound airfoil assembly, and a tail fin. The compound airfoil assembly is integrally mounted in the middle of the fuselage 1, and the tail fin is mounted at the tail of the fuselage 1. The compound airfoil assembly includes a main wing 2 and a rotor 3. The main wing 2 is mounted in the middle of the fuselage 1, and the rotor 3 is mounted at the wingtip of the main wing 2 in a manner that allows it to swing around the central axis of the main wing 2. The drive vehicle 6 is detachably mounted on the bottom surface of the fuselage 1 to drive the aircraft body to move on the ground. As shown in the figure, the drive vehicle 6 and the main body of the aircraft are detachably connected, allowing for free switching between land and air amphibious operation. When a flight mission is required, the drive vehicle 6 can be removed, making the main body lighter and increasing its endurance. When a ground rescue mission is required, the main body of the aircraft can be mounted on the drive vehicle 6, relying on the drive vehicle 6 for movement, and using various sensors, communication modules, or other corresponding functional devices carried on the main body to carry out rescue operations. This amphibious switching capability is more suitable for complex terrain after earthquakes and geological disasters. The rotor 3 can be tilted and mounted on the main wing 2, giving the aircraft both a tiltable rotor 3 and a fixed wing, combining the advantages of both fixed-wing and rotorcraft, achieving flexible switching between vertical takeoff and level flight modes. The ingenious structure and high maneuverability make it suitable for various emergency rescue scenarios. The amphibious aircraft of this invention can achieve rapid vertical takeoff and landing in complex terrain, making it more suitable for post-disaster rescue work. In this embodiment, the fuselage adopts a streamlined design, and the configuration design of the main wing 2, tail fin, rotor 3, and rotor 3's propeller should all conform to aerodynamic principles to meet flight requirements. How to drive the propeller of rotor 3 is existing technology and will not be described in detail here. In this embodiment, the drive vehicle 6 is tracked, using a straddle-type tracked vehicle as the drive vehicle 6, which has the advantages of all-weather and all-terrain capability. Under complex road conditions, it has good climbing and obstacle-crossing ability and can maintain sufficient power in wet, muddy, potholed, and post-disaster ruin environments to carry out various disaster relief operations. In this embodiment, there are two symmetrically arranged main wings 2, and a rotor 3 is installed at the wingtip of each main wing 2.

[0033] In this embodiment, the main wing 2 is mounted on the fuselage 1 in a drivable, horizontally swinging manner. The main wing 2 forms an angle α with the fuselage, and the angle α is no greater than 90°. As shown in the figure, in this embodiment, the angle α is the angle formed between the central axis of the main wing 2 and the central axis of the fuselage, and this angle is located behind the intersection of the two central axes, i.e., the angle between the intersection point to the tail and the bottom to the wingtip. The main wing 2 can be driven to swing horizontally, and the angle α is no greater than 90°. This allows the main wing 2 to switch between a straight wing and a swept wing to adapt to different flight conditions. Here, 90° represents a straight wing, and less than 90° represents a swept wing. If the angle α is greater than 90°, a forward-swept wing is formed, which leads to reduced flight stability. Therefore, this invention limits it to within 90°.

[0034] In this embodiment, the tail fin includes a horizontal wing 4 arranged in the horizontal direction and a vertical wing 5 arranged in the vertical direction. The vertical wing 5 is mounted on the bottom surface of the horizontal wing 4, and the horizontal wing 4 is mounted on the bottom surface of the fuselage 1 via the vertical wing 5. In this embodiment, there are two parallel vertical wings 5, and each vertical wing 5 is equipped with a rudder. As shown in the figure, a horizontal wing 4 plus two parallel vertical wings 5 ​​form an approximately "π" shaped structure. Under this structure, the tail fin can provide pitch torque during flight. At the same time, each vertical wing 5 is also equipped with a rudder. By swinging the rudder, the flight direction is controlled. In this embodiment, the rudders corresponding to the two vertical wings 5 ​​move synchronously and in the same direction to ensure the stability of the turn.

[0035] This embodiment also includes a tilt-transformation assembly for driving the rotor 3 to swing. The tilt-transformation assembly includes a drive source I, a transmission rod 9, and a transmission disk 8. The drive source I is mounted on the main wing 2, and the transmission disk 8 is mounted on the rotor 3. The drive source I and the transmission disk 8 are connected via the transmission rod 9. The rotor 3 is driven by the drive source I to swing around the central axis of the main wing 2 via the transmission disk 8. In this embodiment, the drive source I is a motor, whose power output end is connected to the transmission rod 9 to transmit power. The transmission disk 8 has a sleeve structure along its central axis. The transmission rod 9 is inserted into this sleeve structure to form a connection and drive the transmission disk 8 to swing. The swinging of the transmission disk 8 will cause the rotor 3 to swing together, thereby realizing the tilt-transformation of the rotor 3. How to drive the component to perform reciprocating swinging motion via a motor is existing technology and will not be described in detail here.

[0036] In this embodiment, a horizontally variable mechanism assembly is further included for driving the main wing 2 to swing in the horizontal direction. The horizontally variable mechanism assembly includes a drive source II, an intermediate transmission assembly, and a driven disk. The drive source II is mounted on the fuselage, and the driven disk is mounted on the main wing 2. The drive source II drives the driven disk to swing through the intermediate transmission assembly, thereby driving the main wing 2 to swing in the horizontal direction. In this embodiment, the intermediate transmission assembly includes a meshing drive worm and a driven worm wheel. The drive worm is connected to the drive source II to transmit power from the drive source and drive the driven worm wheel to swing. The radial outer surface of the driven disk is provided with driven teeth that mesh with the driven worm wheel. The driven worm wheel drives the driven disk to swing through the driven teeth, thereby driving the main wing 2 to swing. In this embodiment, to facilitate the variable-structure swinging of the main wing 2, the wing root of the main wing 2 is hinged to the fuselage or mounted on the fuselage via a multi-link mechanism. The driven disk is mounted inside the main wing 2 with the driven gear facing the fuselage. The drive source II is a motor, whose power output end is connected to the drive worm. The driven worm wheel is mounted on the fuselage and simultaneously meshes with the drive worm and the driven gear at different positions, thus forming a complete transmission link to drive the main wing 2. The wingtip and wing root are proprietary terms in this technical field and are existing technologies, and will not be described in detail here. Using a worm gear as an intermediate transmission component has the advantages of stable transmission, easy control, and high precision. Of course, other transmission structures can also be used, which will not be described in detail here.

[0037] In this embodiment, a connecting component 7 for connecting the body and the drive vehicle 6 is also included. The connecting component 7 includes a drive rod 702 and a connecting plate 701. The connecting plate 701 has a polygonal disc structure. The connecting plate 701 is mounted on the bottom surface of the body via the drive rod 702. The top surface of the drive vehicle 6 is provided with a receiving cavity 602 for accommodating the connecting plate 701. The receiving cavity 602 is provided with a connecting interface 601 that conforms to the shape of the connecting plate 701. The connecting plate 701 is inserted into the receiving cavity 602 through the connecting interface 601. The drive rod 702 can be driven to rotate, and the connecting plate 701 rotates accordingly and forms a snap-fit ​​with the connecting interface 601. In this embodiment, as shown in the figure, the connecting disc 701 and the connecting interface 601 are both triangular in shape. During the UAV landing process, the connecting disc 701 conforms to the connecting interface 601. After passing through the connecting interface 601, the connecting disc 701 enters the receiving cavity 602. Then, a driving mechanism such as a motor drives the driving rod 702 to rotate, causing the connecting disc 701 to rotate and thus misalign with the connecting interface 601. This mismatch in shape limits the connecting disc 701 within the receiving cavity 602, achieving a detachable connection between the drive vehicle 6 and the aircraft body. When a flight mission is required, the connecting disc 701 is driven to rotate to a position matching the connecting interface 601, allowing the connecting disc 701 to pass through the connecting interface 601 and take off vertically via the rotor 3. The drive vehicle 6 can also be used as a take-off and landing platform for the aircraft body. To achieve the limiting function, the connecting disc 701 adopts a polygonal structure, which is simple to control and easy to operate. How to drive the drive rod 702 to rotate can be achieved by means such as motor drive, which is existing technology and will not be elaborated here.

[0038] In this embodiment, the fuselage is also equipped with an attitude PID controller to fine-tune the tilt speed of rotor 3, the rotational speed of rotor 3, and other flight parameters, thereby enabling functions such as hovering and pitching of the aircraft and ensuring safe flight of the UAV. This is an application of existing technology in this field and will not be described in detail. In this embodiment, the aircraft body is also equipped with sensors, communication modules, or other corresponding functional devices.

[0039] In actual use, the aircraft can be manually removed from the drive vehicle 6 as needed, and then the rotor 3 can be tilted to a horizontal or vertical position. In the horizontal position, it can take off and land by taxiing, and in the vertical position, it can take off and land vertically. In order to cooperate with the taxiing and landing of the aircraft body, structures such as flaps and spoilers are also provided on the main wing 2. This is understandable to those skilled in the art and will not be described in detail here.

[0040] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A compound airfoil amphibious aircraft, characterized in that: include: The aircraft body includes a fuselage, a compound wing assembly, and a tail fin. The compound wing assembly is integrally mounted in the middle of the fuselage, and the tail fin is mounted at the tail of the fuselage. The compound wing assembly includes a main wing and a rotor. The main wing is mounted in the middle of the fuselage, and the rotor is mounted at the wingtip of the main wing in a manner that allows it to be driven to swing around the central axis of the main wing. A drive vehicle, which is detachably mounted on the bottom surface of the aircraft body, is used to drive the aircraft body to move on the ground.

2. The compound airfoil amphibious aircraft according to claim 1, characterized in that: The main wing is mounted on the fuselage in a drivable, horizontally swinging manner, and the main wing forms an angle α with the fuselage, the angle α being no greater than 90°.

3. The compound airfoil amphibious aircraft according to claim 1, characterized in that: The tail fin includes a horizontal wing arranged in a horizontal direction and a vertical wing arranged in a vertical direction. The vertical wing is mounted on the bottom surface of the horizontal wing, and the horizontal wing is mounted on the bottom surface of the fuselage through the vertical wing.

4. The compound airfoil amphibious aircraft according to claim 1, characterized in that: It also includes a tilt-transformer assembly for driving the rotor to oscillate. The tilt-transformer assembly includes a drive source I, a transmission rod, and a transmission disk. The drive source I is mounted on the main wing, and the transmission disk is mounted on the rotor. The drive source I and the transmission disk are connected through the transmission rod. The rotor is driven by the drive source I to oscillate around the central axis of the main wing through the transmission disk.

5. The compound airfoil amphibious aircraft according to claim 2, characterized in that: It also includes a horizontally variable assembly for driving the main wing to swing in the horizontal direction. The horizontally variable assembly includes a drive source II, an intermediate transmission assembly and a driven disk. The drive source II is mounted on the fuselage and the driven disk is mounted on the main wing. The drive source II drives the driven disk to swing through the intermediate transmission assembly so that the main wing is driven to swing in the horizontal direction.

6. The compound airfoil amphibious aircraft according to claim 1, characterized in that: It also includes a connecting assembly for connecting the body and the drive vehicle. The connecting assembly includes a drive rod and a connecting plate. The connecting plate has a polygonal disc structure. The connecting plate is mounted on the bottom surface of the body via the drive rod. The top surface of the drive vehicle is provided with a receiving cavity for accommodating the connecting plate. The receiving cavity is provided with a connecting interface conforming to the connecting plate. The connecting plate is inserted into the receiving cavity through the connecting interface. The drive rod can be driven to rotate, and the connecting plate rotates accordingly and forms a snap-fit ​​with the connecting interface.

7. The compound airfoil amphibious aircraft according to claim 5, characterized in that: The intermediate transmission assembly includes a driving worm and a driven worm wheel that mesh with each other. The driving worm is connected to the driving source II to transmit the power of the driving source and drive the driven worm wheel to swing. The radial outer surface of the driven disk is provided with driven teeth that mesh with the driven worm wheel. The driven worm wheel drives the driven disk to swing through the driven teeth, thereby driving the main wing to swing.

8. The compound airfoil amphibious aircraft according to claim 3, characterized in that: The vertical wings are two arranged in parallel, and each of the vertical wings is equipped with a steering rudder.

9. The compound airfoil amphibious aircraft according to claim 1, characterized in that: The vehicle being driven is tracked.

10. The compound airfoil amphibious aircraft according to claim 1, characterized in that: The main wings are two symmetrically arranged, and each main wing has a rotor installed at its wingtip.

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