An electric vertical take-off and landing cargo unmanned aerial vehicle

Abstract

This application belongs to the field of novel unmanned aerial vehicle (UAV) technology and relates to an electric vertical takeoff and landing (EVTOL) cargo UAV. The modular EVTOL cargo UAV proposed in this application integrates various innovative designs, including a straight-wing layout, spanwise loaded wing-box cargo bay, distributed propulsion system, tail-seat vertical takeoff and landing, and modular unit assembly. It features a unique usage mode of decentralized cargo pickup and delivery within cities using modular units, and centralized, efficient transfer between intercity / long-distance transport using combined units, and is expected to promote the development of the air logistics industry.

Description

Technical Field

[0001] This application belongs to the field of new unmanned aerial vehicle technology and relates to an electric vertical take-off and landing cargo unmanned aerial vehicle. Background Technology

[0002] Based on the anticipated market demand for future urban and intercity / long-distance electric vertical takeoff and landing (EVVTOL) cargo drones, and drawing on research progress, achievements, and technological development expectations in related fields such as spanwise distributed load wing-box cargo aircraft, tail-seat drones, distributed electric propulsion systems, and combined aircraft, a modular EVVTOL cargo drone design concept is proposed.

[0003] From the 1970s to the 1990s, NASA, Boeing, and others conducted technical research on large cargo aircraft with a spanloader (span-distributed load) jet-powered wing box and cargo hold. They proposed a variety of design schemes, including multiple jet engines mounted on the leading edge, a thick airfoil with a straight or swept main wing and an internal cargo hold, a full flying wing layout without a tail, a flying wing + auxiliary tail layout, and a conventional layout with a main wing + tail + small fuselage (without cargo).

[0004] In the 1950s, the United States researched tail-seat vertical takeoff and landing fighter jets. Since the late 1990s, tail-seat unmanned aerial vehicle (UAV) technology has achieved breakthroughs, and some universities and enterprises have developed a variety of tail-seat UAV demonstrators and products, with the largest weight reaching more than 1,000 kg.

[0005] Since 2000, research institutions, represented by NASA, have systematically carried out research on distributed propulsion technology and achieved many important results. Some companies are committed to developing innovative products using distributed propulsion systems, and some demonstrator machines have been successfully developed and put into testing.

[0006] Since 2010, (electric) vertical takeoff and landing (eVTOL) cargo / logistics unmanned aerial vehicles (UAVs) have developed rapidly. Companies such as Amazon (PrimeAir), Google (WingAviation), Bell, Batmobile, and China's Fengfei have developed a variety of eVTOL cargo / logistics UAVs. Some eVTOL companies have developed cargo variants of eVTOL. The takeoff weight of eVTOL cargo / logistics UAVs is approximately 10-2000 kg. The main vertical takeoff and landing technology solutions include fixed-wing + multi-rotor compound, tail-seat, and tilt-rotor types. Summary of the Invention

[0007] An electric vertical takeoff and landing cargo unmanned aerial vehicle uses the same straight flying wing + distributed propulsion system tail-seat aircraft basic module unit splicing combination.

[0008] According to one aspect of this application, an electric vertical takeoff and landing cargo unmanned aerial vehicle is provided, namely a unit body, which consists of an airframe structure 1, a power system 2 and a docking device 3;

[0009] The fuselage structure 1 is a high aerodynamic efficiency straight flying wing with an aspect ratio of 2 to 4, consisting of a square tube beam 11, wingtip plate-flange 12, door 13, wall panel 14, elevon 15 and fixed landing gear 16.

[0010] The power system 2 includes a distributed propulsion system 21 and a pitch trim propulsion device 22;

[0011] The docking device 3 consists of a square tube short beam 31 and a vertical splicing beam 32;

[0012] The modular design of the electric vertical takeoff and landing cargo unmanned aerial vehicle can form different overall configurations through different combination forms.

[0013] The square tube beam 11 is the main load-bearing structure of the body structure 1, and the wall panel 14 is the secondary load-bearing structure of the body structure 1.

[0014] The wingtip plate-flange 12 is connected to the end of the square tube beam 11. The wingtip plate-flange 12 is provided with an openable hatch 13. The end plate of the wingtip plate-flange 12 protrudes beyond the upper and lower surfaces of the wall panel 14.

[0015] The elevator aileron 15 is located at the rear of the fuselage structure 1;

[0016] The rear left and right sides of the fuselage structure 1 are each provided with a fixed landing gear 16, and the end of the fixed landing gear 16 is equipped with a wheel.

[0017] The distributed propulsion system 21 and the pitch trim propulsion device 22 are composed of propeller-motor integrated propulsion devices. Every 2 or 3 propeller-motor integrated propulsion devices are arranged in parallel on the upper part of the wall panel 14 to form the distributed propulsion system 21. Correspondingly, the propeller-motor integrated propulsion devices arranged in parallel on the lower part of the wall panel 14 form the pitch trim propulsion device 22.

[0018] The square tube short beam 31 connects the two fuselage structures 1 laterally through the opening of the hatch 13;

[0019] The vertical splicing beam 32 is screwed onto the wingtip plate-flange 12, vertically connecting the two fuselage structures 1.

[0020] The large modular combined straight flying wing aircraft has two configurations / forms: 1) a single-layer high / ultra-high aspect ratio straight flying wing, composed of multiple modular units spliced ​​laterally (spanwise), with 2 to 10 or more units; 2) a double-layer high / ultra-high aspect ratio straight flying wing, composed of two single-layer high / ultra-high aspect ratio flying wings spliced ​​together with multiple vertical splicing beams. Flight mission profiles of the unit aircraft and the modular combined aircraft: vertical takeoff, vertical takeoff-level flight mode transition, level flight, level flight-vertical landing mode transition, and vertical landing.

[0021] The basic unit adopts a straight flying wing + distributed propulsion system tail-seat design. The main body of the aircraft is a straight flying wing with a low aspect ratio (approximately 2-4) and high aerodynamic efficiency. A thick airfoil with a relative thickness of approximately 25%-30% ensures ample internal cargo loading space. The spanwise distributed load wing box cargo hold utilizes the distributed cargo load within the wing box to offset the distributed aerodynamic loads, effectively reducing structural weight. The wing box-main load-bearing structure is a full-span composite square tube beam. The cargo hold is located inside the square tube beam, while other structures and systems are mounted and connected to it externally. A V-shaped fixed landing gear / outrigger is installed on each of the left and right rear sides of the straight flying wing fuselage (arranged in the aircraft's longitudinal section), with wheels at the ends of the landing gear / outriggers.

[0022] A distributed propulsion system is arranged on the upper leading edge of the flying wing. This system consists of approximately 30-40 integrated propeller-motor propulsion units, serving as the main propulsion device. These integrated propeller-motor propulsion units are small in size, lightweight, and highly efficient. A pitch trim propulsion device is arranged on the lower leading edge of the flying wing. Each of the two short vertical wings has a set of integrated propulsion units connected to its tip, with each set containing 2 / 3 of the units, used for pitch trim and as auxiliary propulsion. Elevators are arranged on the trailing edge of the straight flying wing for pitch and roll control in level flight.

[0023] The transverse (span) docking of the unit aircraft adopts a device consisting of a nested square tube short beam (the inside of the ends of two docking square tube beams) + wingtip plate-flange (connected to the outside of the ends of the square tube beams, with fasteners connecting the two end plates).

[0024] A modular electric vertical takeoff and landing (EVTOL) cargo unmanned aerial vehicle (UAV) utilizes the same basic modular units of a straight flying wing + distributed propulsion system tail-seat aircraft. The large modular straight flying wing UAV has two configurations / forms: 1) a single-layer high / ultra-high aspect ratio straight flying wing, composed of multiple modular units spliced ​​laterally (spanwise), with 2 to 10 or more units; 2) a double-layer high / ultra-high aspect ratio straight flying wing, composed of two single-layer high / ultra-high aspect ratio flying wings spliced ​​together using multiple vertical splicing beams. Flight mission profiles for the unit-type and modular UAVs include: vertical takeoff, vertical takeoff-level flight mode transition, level flight, level flight-vertical landing mode transition, and vertical landing.

[0025] Tail-seat modular aircraft are used for intra-city delivery and cargo transport, while high-aerodynamic-efficiency single- or double-deck large / super-large aspect ratio flying wing large modular combined aircraft are used for intercity / long-distance centralized cargo transportation. Large modular combined aircraft are assembled and separated manually on the ground. The operating mode is as follows: tail-seat modular aircraft load cargo from end-users or grassroots cargo stations (cargo distribution points) within the city and fly to a transit airport. Multiple units combine at the transit airport and then conduct intercity / long-distance flights, arriving at the destination city and landing vertically at the transit airport, where they are manually separated. Each tail-seat modular aircraft directly delivers cargo to end-users or grassroots cargo stations (cargo distribution points) within the destination city. In the future, once technologies such as air separation systems and flight control systems mature, combined aircraft will be able to separate in the air, with units (or combinations of multiple units) directly delivering cargo to end-users or grassroots cargo stations (cargo distribution points) within the destination city.

[0026] The basic unit adopts a straight flying wing + distributed propulsion system tail-seat design. The main body of the aircraft is a straight flying wing with a low aspect ratio (approximately 2-4), which has high aerodynamic efficiency. The large thickness of the airfoil, with a relative thickness of approximately 25%-30%, ensures a large internal cargo loading space. The spanwise distributed load wing box cargo hold utilizes the distributed cargo load within the wing box to offset the distributed aerodynamic load, effectively reducing structural weight. The wing box-main load-bearing structure is a full-span composite square tube beam. The cargo hold is inside the square tube beam, and other structures and systems of the aircraft are installed on the outside of the square tube beam. A V-shaped fixed landing gear / outrigger is installed on each of the left and right sides of the rear of the straight flying wing fuselage (arranged in the longitudinal section of the aircraft), and the landing gear / outrigger ends are equipped with wheels.

[0027] A distributed propulsion system, consisting of approximately 30-40 integrated propeller-motor propulsion units, is located on the upper leading edge of the flying wing, serving as the primary propulsion system. These integrated propeller-motor propulsion units are small in size, lightweight, and highly efficient. Compared to traditional electric propulsion VTOL UAVs, distributed electric propulsion VTOL UAVs offer higher aerodynamic efficiency, handling efficiency, and flight control robustness. A pitch trim propulsion unit is located on the lower leading edge of the flying wing. Each of the two short vertical wings has a set of integrated propulsion units connected to its tip, with each set consisting of 2 / 3 integrated propulsion units, used for pitch trim and as auxiliary propulsion. Elevators for pitch and roll control in level flight are located on the trailing edge of the straight flying wing.

[0028] The transverse (spanwise) docking device for the modular aircraft consists of a fitted square tube short beam (inside the ends of two docking square tube beams) + wingtip plate-flange (connected to the outside of the ends of the square tube beams, with fasteners connecting the two end plates). The double-layer high / super-high aspect ratio straight flying wing uses a vertical splicing beam to connect two single-layer flying wings.

[0029] The advantages of this application are:

[0030] The modular electric vertical takeoff and landing (EVTOL) cargo unmanned aerial vehicle proposed in this application integrates various innovative designs, including a straight flying wing layout, spanwise loaded wing box cargo compartment, distributed propulsion system, tail-seat vertical takeoff and landing, and modular unit combination. It has a unique usage mode of decentralized cargo pickup and delivery by modular units within the city and centralized and efficient transfer of intercity / long-distance combined units, and is expected to promote the development of the air logistics industry. Attached Figure Description

[0031] Figure 1 The diagram shows the overall configuration of a modular electric vertical takeoff and landing cargo unmanned aerial vehicle (UAV), where (a) is a single unit, (b) is a single-layer combination of 3 units, and (c) is a double-layer combination of 6 units.

[0032] Figure 2 Axonometric drawing of an electric vertical takeoff and landing cargo drone;

[0033] Figure 3 Axonometric drawing of an electric vertical takeoff and landing cargo drone;

[0034] Figure 4 This is a schematic diagram of a horizontal single-layer connection.

[0035] Figure 5 This is a schematic diagram of a vertical double-layer connection;

[0036] Among them, 1 is the fuselage structure, 11 is the square tube beam, 12 is the wingtip plate-flange, 13 is the cabin door, 14 is the bulkhead, 15 is the elliptical aileron, 16 is the fixed landing gear, 2 is the power system, 21 is the distributed propulsion system, 22 is the pitch trim propulsion device, 3 is the docking device, 31 is the square tube short beam, and 32 is the vertical splicing beam. Detailed Implementation

[0037] The present application is described in detail below with reference to the embodiments, but the present application is not limited to these embodiments.

[0038] Example 1

[0039] A modular electric vertical takeoff and landing (EVTOL) cargo unmanned aerial vehicle (UAV) utilizes the same basic modular units of a straight flying wing + distributed propulsion system tail-seat aircraft. The large modular straight flying wing UAV has two configurations / forms: 1) a single-layer high / ultra-high aspect ratio straight flying wing, composed of multiple modular units spliced ​​laterally (spanwise), with 2 to 10 or more units; 2) a double-layer high / ultra-high aspect ratio straight flying wing, composed of two single-layer high / ultra-high aspect ratio flying wings spliced ​​together using multiple vertical splicing beams. Flight mission profiles for the unit-type and modular UAVs include: vertical takeoff, vertical takeoff-level flight mode transition, level flight, level flight-vertical landing mode transition, and vertical landing.

[0040] Tail-seat modular aircraft are used for intra-city delivery and cargo transport, while high-aerodynamic-efficiency single- or double-deck large / super-large aspect ratio flying wing large modular combined aircraft are used for intercity-long-distance centralized cargo transportation. Large modular combined aircraft are assembled and separated manually on the ground. The operating mode is as follows: tail-seat modular aircraft load cargo from end-users or grassroots cargo stations (cargo distribution points) within the city and fly to a transit airport. Multiple units combine at the transit airport and then conduct intercity / long-distance flights, arriving at the destination city and landing vertically at the transit airport, where they are manually separated. Each tail-seat modular aircraft directly delivers cargo to end-users or grassroots cargo stations (cargo distribution points) within the destination city. In the future, once technologies such as air separation systems and flight control systems mature, combined aircraft will be able to separate in the air, with units (or combinations of multiple units) directly delivering cargo to end-users or grassroots cargo stations (cargo distribution points) within the destination city.

[0041] The basic modular aircraft adopts a straight flying wing + distributed propulsion system tail-seat design. The main body of the aircraft is a straight flying wing with a low aspect ratio (approximately 2-4). The straight flying wing has a simple shape, high aerodynamic efficiency, and relatively simple structural component geometry, resulting in low manufacturing costs. The thick, concave airfoil, with a relative thickness of approximately 20%-30%, provides a large cargo loading space inside the wing box cargo hold. The rectangular cross-sectional dimensions, relative position, and angle of the wing box cargo hold are comprehensively coordinated with the airfoil cross-section, with a chord position of approximately 0.25-0.60c (c being the wing chord length), a height of approximately 0.15-0.20c, and an angle with the aircraft chord line of 0° or a slightly smaller value. The forward section of the fuselage (the leading edge of the wing, in front of the front spar of the tubular beam) houses the battery compartment and equipment bay, with maintenance access panels on the leading edge panels, or the leading edge sections can be disassembled as a whole. The mid-to-rear section of the fuselage (the trailing edge bay, behind the rear spar of the tubular beam) contains the rear equipment bay, and the wing panels have maintenance access panels. The space between the upper and lower tubular beam panels and the wing panels is also used to house aircraft-related equipment and systems. The trailing edge control surfaces and their mounting and connection structures are located at the rear of the fuselage.

[0042] An elevon is arranged on the trailing edge of a straight flying wing. The elevon is mainly used for pitch and roll control in level flight. By utilizing the favorable coupling between the elevon and the propulsion device, aerodynamic efficiency and handling efficiency are improved. Two elevons are arranged when the aspect ratio is small (≈2); four elevons are arranged when the aspect ratio is large (≈4), with two on the inner side of the fixed landing gear / outrigger and two on the outer side.

[0043] Lightweight composite material airframe structure. The wing box cargo hold loads cargo longitudinally, and the distributed cargo load within the wing box offsets the externally distributed aerodynamic loads, effectively reducing structural weight. The wing box—the main load-bearing structure of the entire aircraft—is a single full-span composite square tube beam. The cargo hold is located inside the square tube beam, while other aircraft structures and systems are installed and connected externally. The square tube beam is composed of the front and rear beams and upper and lower panels. The beam / panel has an integral transverse (spanwise), longitudinal, and vertical reinforcement structure or installation connection structure on its exterior. The large composite square tube beam is manufactured using an integral molding process (co-curing or co-bonding). The square tube beam has high load-bearing capacity, supporting the distributed cargo load within the internal cargo hold; bearing the inertial loads of externally connected systems and equipment; and bearing the aerodynamic loads transmitted by the panels, providing support for the wing surface panels. The wing surface panels, as secondary load-bearing structures, primarily bear and transmit aerodynamic loads and are equipped with covers according to the needs of internal system equipment disassembly, assembly, and maintenance.

[0044] To maintain necessary structural integrity, the square tube beams do not have large openings, allowing cargo to enter and exit the cargo hold from both sides, sacrificing some loading and unloading performance. Specialized cargo packaging boxes are used, with cross-sections adapted to the cargo hold. Cargo installed within these boxes is restrained using foam or inflatable plastic bags, providing reliable and stable constraint, allowing for precise control and maintenance of the center of gravity, while facilitating loading and unloading. Several different box lengths are available to accommodate varying cargo lengths. With an aspect ratio of 4, preliminary plans include box lengths of 0.48c, 0.96c, 1.92c, and 3.84c. The cargo hold floor is equipped with casters for easy loading and unloading of the boxes. Box end fixing / restraint devices are designed at the wingtips.

[0045] The straight-wing fuselage features a V-shaped fixed landing gear / leg on each of the left and right rear sides (arranged in the aircraft's longitudinal section). The landing gear / leg ends are equipped with wheels. The metal / composite material tubular / leaf spring type fixed landing gear with wheels offers high strength and excellent cushioning performance. One design incorporates a strut-sleeve landing gear with even higher cushioning performance at the end of the V-shaped fixed strut, and adaptively adjusts the altitude. The wheels are 360° steerable and equipped with a locking mechanism (manual), facilitating ground movement, docking, and securing of the modular aircraft.

[0046] A distributed propulsion system is located on the leading edge of the upper part of the wing. This placement ensures optimal propulsion-aerodynamic coupling and positions the aircraft's center of gravity sufficiently forward (to align with the aerodynamic center of gravity). The battery system for this distributed propulsion system is located inside the wing's leading edge, again to maintain a forward center of gravity and facilitate installation, disassembly, and maintenance. The distributed propulsion system consists of approximately 30-40 integrated propeller-motor propulsion units, serving as the main propulsion system. The propeller and motor are integrated into a single unit; the propeller blades / fan blades are fundamental components of the rotor, mounted on its outer ring structure. Compared to conventional ducted fans, which consist of separate drive motors, fans, and ducts, this significantly reduces the number of parts, resulting in smaller size, lighter weight, and higher efficiency. The integrated propulsion units on either side of the aircraft's symmetry plane rotate in opposite directions, allowing their torques to cancel each other out.

[0047] An array of propulsion unit mounting seats (machined parts) is arranged on the exterior of the top wall panel of the square tube beam. Each mounting seat features a grooved slot and a locking block structure. The bottom of the propulsion unit has an inverted T-shaped connecting ridge structure. The inverted T-shaped ridge is fitted to the grooved slot (precisely matched in size and shape). After entering the groove, the ridge is pushed forward into the slot, and the locking block connects to the groove, locking the ridge in the mounting position. The thrust load of the propulsion unit is transferred to the square tube beam of the fuselage through the mounting seat. A top connecting plate device connects the various propulsion units and also serves as an aerodynamic regulation / rectification device.

[0048] A multi-segment adjustment plate is arranged along the span of the trailing edge of the distributed propulsion system. The drive device drives the adjustment plate to rotate, which can adjust the direction of the tail jet and control the lateral lift that is unfavorable in vertical take-off and landing.

[0049] The design of a vertical takeoff and landing (VTOL) wing combined with a distributed propulsion system offers numerous advantages, including: 1) improved aerodynamic characteristics through propulsion-aerodynamic coupling, significantly enhancing cruise aerodynamic efficiency; 2) enhanced lift and control efficiency through favorable propulsion-aerodynamic coupling between the distributed propulsion system and trailing-edge control surfaces; 3) flight control by utilizing the thrust difference between the left and right propulsion systems / each propulsion unit, reducing or eliminating conventional flight control surfaces; and 4) a highly redundant distributed propulsion system comprised of dozens of parallel independent propulsion units, providing high safety. Compared to traditional electric propulsion VTOL UAVs, distributed electric propulsion VTOL UAVs exhibit higher aerodynamic efficiency, control efficiency, and flight control robustness.

[0050] The pitch trim propulsion unit is located on the leading edge of the lower part of the flying wing. An integrated propulsion unit is installed at the tips of each of the two vertical stub wings. This placement ensures a forward center of gravity and optimal propulsion-aerodynamic coupling between the propulsion unit and the straight wing and trailing edge control surfaces. The integrated propulsion unit is used for pitch trim and as an auxiliary propulsion device. The appropriate stub wing height and thrust (specification) of the integrated propulsion unit are determined based on the required pitch moment. There are two designs for the integrated propulsion unit: one uses high-thrust integrated propulsion units arranged in groups of 2 / 3 side-by-side; the other uses the same specifications as the main distributed propulsion system, selecting multiple integrated propulsion units (single-layer or double-layer) as needed.

[0051] The transverse (span) docking device for the unit aircraft consists of a combination of a short square tube beam (inside the ends of two docking square tube beams) and a wingtip plate-flange (connected to the outside of the ends of the square tube beams, with fasteners connecting the two end plates).

[0052] The shape of the connecting square tube short beam is perfectly matched with the inner shape of the wing square tube beam. It fits into the square tube beam of the left and right unit aircraft. There is a lateral (spanwise) limiting device at the end of the short beam inside the square tube beam to limit the connection position of the short beam. The short beam can realize the efficient transfer of bending, shear and torsional loads between the two units.

[0053] The endplates of the wingtip endplate-flange devices on both sides of the unit body protrude beyond the upper and lower surfaces of the wing, somewhat resembling wing fences. As aerodynamic devices, they control spanwise flow and reduce induced drag. The endplates also serve as lateral (spanwise) and vertical connections between the aircraft units. Approximately flanges of a square tube beam, the endplate's center is fitted onto the outside of the square tube beam. The spanwise rectangular frame structure is fastened to the front and rear beams and upper and lower wall panels of the square tube beam to form a single load-bearing unit. The root of the endplate has sufficient thickness and is perforated with fastener holes (along the spanwise). After the wingtip plates of the two units are fastened together with the connecting square tube short beam, they form a reliable connection structure, effectively capable of bearing and transmitting loads. Elastic buffer damping devices are installed on both wingtip plates to control the vibration frequency and mode shape of the combined aircraft, preventing resonance. The connecting square tube short beam is stored in the transit landing field and installed during aircraft assembly.

[0054] The wingtip flat endplate has low aerodynamic efficiency, so a large, detachable wingtip fairing is used. The fairing has external sails for drag reduction and lift enhancement. The fairing is attached to the outside of the wingtip endplate. During assembly, the wingtip fairing is removed and stored at a transit airport.

[0055] For dual-deck, high / super-high aspect ratio straight flying wings, a vertical splicing beam connects the two single-deck flying wings. The splicing beam includes front and rear vertical beams and an X-shaped connecting crossbeam structure. It can be assembled from multiple parts or machined as a single unit, chosen based on a comprehensive trade-off of manufacturing costs. The front and rear vertical beams have U-shaped double-ear joints at both ends, which fit over the wingtip plates of the two unit aircraft. The connection points are located near the four edges of the square tube beam (the most advantageous connection positions). Bolt through holes are provided at the base of the joints and end plates, and bolts connect the three components into a single unit. The integral splicing beam ensures a reliable connection for the dual-deck aircraft. A fairing is designed on the outside of the splicing beam as needed (the use of an external fairing is determined based on aerodynamic drag costs; an integral fairing or separate front and rear vertical beam fairings can be selected). There are two types of vertical splicing beams: inner splicing beams and wingtip splicing beams. One design for the wingtip splice spars involves dividing the inner splice spars into left and right halves on the plane of symmetry, each serving as a vertical splice spars for the left and right wingtips. These vertical splice spars are stored at the transit landing field and installed during aircraft assembly.

[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 modifications or substitutions made by those skilled in the art within the scope of the technology disclosed in this application should be covered 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. An electric vertical takeoff and landing cargo unmanned aerial vehicle, characterized in that, It consists of a body structure (1), a power system (2), and a docking device (3); The airframe structure (1) is a high aerodynamic efficiency straight flying wing with an aspect ratio of 2~4, consisting of a square tube beam (11), wingtip plate-flange (12), door (13), wall panel (14), elliptical aileron (15) and fixed landing gear (16); The power system (2) includes a distributed propulsion system (21) and a pitch trim propulsion device (22). The docking device (3) consists of a square tube short beam (31) and a vertical splicing beam (32); The modular design of the electric vertical takeoff and landing cargo unmanned aerial vehicle can form different overall configurations through different combination forms.

2. The electric vertical takeoff and landing cargo unmanned aerial vehicle according to claim 1, characterized in that, The square tube beam (11) is the main load-bearing structure of the body structure (1), and the wall panel (14) is the secondary load-bearing structure of the body structure (1). The wingtip plate-flange (12) is connected to the end of the square tube beam (11), and the wingtip plate-flange (12) is provided with an openable hatch (13). The end plate of the wingtip plate-flange (12) protrudes beyond the upper and lower surfaces of the wall panel (14). The elevator aileron (15) is located at the rear of the fuselage structure (1); The rear left and right sides of the fuselage structure (1) are each provided with a fixed landing gear (16), and the end of the fixed landing gear (16) is equipped with a wheel.

3. The electric vertical takeoff and landing cargo unmanned aerial vehicle according to claim 1, characterized in that, The distributed propulsion system (21) and the pitch trim propulsion device (22) are composed of propeller-motor integrated propulsion devices. Every 2 or 3 propeller-motor integrated propulsion devices are arranged in parallel on the upper part of the wall panel (14) to form the distributed propulsion system (21). Correspondingly, the propeller-motor integrated propulsion devices arranged in parallel on the lower part of the wall panel (14) form the pitch trim propulsion device (22).

4. The electric vertical takeoff and landing cargo unmanned aerial vehicle according to claim 1, characterized in that, The square tube short beam (31) connects the two fuselage structures (1) laterally through the opening of the hatch (13); The vertical splicing beam (32) is screwed onto the wingtip plate-flange (12) to vertically connect the two fuselage structures (1).

Images