A transonic unmanned aerial vehicle structure

Abstract

This invention discloses a transonic unmanned aerial vehicle (UAV) structure, including a fuselage, a nose, and a wing mechanism. The nose is located at the front end of the fuselage, and the wing mechanism is located on both the fuselage and the nose. The wing mechanism includes a canard, terminal wings, air guides, a dorsal engine nacelle, a dorsal air intake, winglets, connecting wings, a first air guide slot, a rear wing, a second air guide slot, a bottom wing, and an outwardly convex air guide surface. This solution, through the optimized design and integrated molding of multiple wing surfaces and air guide structures, improves airflow conditions, solves existing defects such as abnormal air intake and structural flutter, enhances aerodynamic efficiency, flight stability, and transonic flight performance, expands payload installation space and load-bearing capacity, and comprehensively optimizes the overall performance of the UAV.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) technology, specifically to a transonic UAV structure. Background Technology

[0002] Currently, high-altitude long-endurance strategic unmanned aerial vehicles (UAVs) adopt a diamond-shaped wing configuration and a dorsal air intake power scheme. They are equipped with turbofan engines and reconnaissance payloads such as electro-optical and radar, and can cruise in the stratosphere for a long time. They have the capability to carry out strategic reconnaissance missions such as long-range imaging, electronic detection, and communication relay.

[0003] Existing high-altitude reconnaissance UAVs with a coupled-wing layout and a dorsal air intake nacelle configuration are prone to high-altitude, high-angle-of-attack air intake distortion due to interference from the coupled-wing airflow. The integrated aerodynamic matching design of the engine nacelle rectification structure and the wingtip connecting winglets still has defects, resulting in insufficient wingtip vortex suppression and overall transonic aerodynamic efficiency. The dorsal-mounted engine compartment encroaches on the fuselage payload installation space. At the same time, the coupled-wing connecting winglets are prone to structural flutter during long-term high-altitude transonic cruise. The air intake lacks an independent adjustable flow device, resulting in poor adaptability of airflow under high and low altitude conditions. These factors further limit the UAV's endurance, applicable speed range, and reconnaissance payload carrying capacity.

[0004] Therefore, a solution is needed. Summary of the Invention

[0005] (a) Technical problems to be solved To address the shortcomings of existing technologies, this invention provides a novel transonic unmanned aerial vehicle (UAV) structure to solve the problems mentioned in the background section.

[0006] (II) Technical Solution To achieve the above objectives, the present invention provides the following technical solution: A transonic unmanned aerial vehicle (UAV) structure includes a fuselage, a nose, and a wing mechanism, wherein the nose is disposed at the front end of the fuselage, and the wing mechanism is disposed on the fuselage and the nose; The wing structure includes a canard, terminal wing, air guide, dorsal engine nacelle, dorsal air intake, winglets, connecting wing, air guide slot one, rear wing, air guide slot two, bottom wing, and convex air guide surface. The canards are oppositely arranged at the left and right ends of the front half of the fuselage. The terminal wing is located on the outer side of each canard. The air guide is located on the nose. The dorsal engine nacelle is located at the top of the rear half of the fuselage. The dorsal air intake is located at the front end of the dorsal engine nacelle. The winglets are oppositely arranged at the left and right ends of the top of the dorsal engine nacelle. The connecting wing is located on the outer side of each winglet. Air guide slot one is located on each connecting wing. The rear wing is oppositely arranged at the left and right ends of the rear end of the top of the dorsal engine nacelle. Air guide slot two is evenly arranged on each rear wing. The bottom wing is oppositely arranged at the rear end of the bottom of the fuselage. The convex air guide surface is located on the left and right sides of each bottom wing.

[0007] Preferably, each of the forewings is tilted rearward, the rear end of the inner half of each forewing is at an obtuse angle to the rear end of the outer half, and the end wing is trapezoidal and at an obtuse angle to the adjacent forewing.

[0008] Preferably, the air guide extends along the inner side of each of the forewings toward the front end and wraps around the front end of the nose, and the outer side of the air guide has a blade-like structure with the height of the blade located at the middle of the height direction of the air guide.

[0009] Preferably, the winglets have a trapezoidal structure, each winglet is tilted forward and the end of the winglet is located at the middle of the top of the front wing, and the winglets are tilted outward and downward in the horizontal direction.

[0010] Preferably, the connecting wing has a trapezoidal structure with a shorter upper part and a longer lower part, the connecting wing is perpendicular to the forewing, and the forewing, connecting wing, and winglet are integrally formed.

[0011] Preferably, the air guide trough has an arc-shaped structure and the air guide troughs are distributed opposite to each other at the left and right ends.

[0012] Preferably, the rear wing has a right-angled trapezoidal structure, the left and right rear wings are V-shaped, and the air guide troughs are arc-shaped and are equidistantly distributed from top to bottom on the left and right sides of each rear wing.

[0013] Preferably, the top of the bottom wing is connected to the fuselage, both the front and rear ends of the fuselage are perpendicular to the horizontal plane and the height of the rear end is greater than that of the front end, the bottom of the fuselage is parallel to the horizontal plane, and the convex air guide surface has a conical prism structure.

[0014] (III) Beneficial Effects This invention provides a transonic unmanned aerial vehicle (UAV) structure. It has the following beneficial effects: 1. The nose section is equipped with a guide vane to pre-rectify and streamline the oncoming airflow. Combined with the swept-back canard with an obtuse-angle structure and trapezoidal end wing, it can effectively reduce frontal turbulence and wingtip vortices, significantly improve the overall lift and aerodynamic efficiency of the aircraft, and improve flight aerodynamic quality.

[0015] 2. The canard, winglets, and connecting wing adopt an integrated molding structure, which creates a stable overall frame for the connecting wing, greatly enhancing the rigidity of the wing structure and completely solving the structural flutter problem that occurs during long-term high-altitude transonic cruise of traditional aircraft, thereby improving flight safety and the service life of the entire aircraft.

[0016] 3. Connecting the first air guide duct on the wing and the second air guide duct on the rear wing, together with the convex air guide surfaces on both sides of the bottom wing, forms a multi-stage airflow guiding system. This system can guide the airflow in an orderly manner, eliminate the interference of the airflow from the connected wings on the dorsal air intake and the dorsal engine nacelle, solve the problem of air intake distortion at high altitudes and high angles of attack, and adapt to different flight conditions at high and low altitudes, achieving automatic adjustment of air intake flow and ensuring stable operation of the power system.

[0017] 4. The V-shaped rear wing works in conjunction with the bottom wing of the fuselage to optimize the air pressure distribution on the entire surface of the aircraft, enhance flight attitude stability, and effectively improve the transonic flight capability of the UAV.

[0018] 5. The optimized airflow structure and wing surface layout improve the aerodynamic matching of the dorsal engine nacelle and surrounding wing surfaces, further enhancing the overall aerodynamic efficiency under transonic conditions; at the same time, the internal space of the fuselage is rationally planned, reducing the occupation of the power bay on the equipment installation area, and allowing for the carrying of more reconnaissance payloads. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This invention is based on Figure 1 A schematic diagram showing the structure of the bottom wing; Figure 3 This is a schematic diagram of the air guide edge structure of the present invention; Figure 4 This is a schematic diagram of the connecting wing structure of the present invention; Figure 5 This is a schematic diagram of the bottom wing structure of the present invention; Figure 6 This is a schematic diagram of the structure of the rear wing of the present invention.

[0020] In the diagram: 1-Fuselage; 2-Nose; 3-Wing structure; 31-Canard; 32-Terminal wing; 33-Guide edge; 34-Dorsal engine nacelle; 35-Dorsal air intake; 36-Winglet; 37-Connecting wing; 38-Guide slot one; 39-Rear wing; 310-Guide slot two; 311-Bottom wing; 312-Protruding air guide surface. Detailed Implementation

[0021] 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.

[0022] Please see Figure 1-6 The present invention provides a technical solution to achieve this: including a fuselage 1, a nose 2 and a wing mechanism 3, the nose 2 being disposed at the front end of the fuselage 1, and the wing mechanism 3 being disposed on the fuselage 1 and the nose 2.

[0023] The wing structure 3 includes a canard 31, terminal wing 32, air guide 33, dorsal engine nacelle 34, dorsal air intake 35, winglets 36, connecting wing 37, air duct 1 38, rear wing 39, air duct 2 310, bottom wing 311, and convex air guide surface 312. The canard wing 31 is oppositely arranged at the left and right ends of the front half of the fuselage 1. The terminal wing 32 is arranged on the outer side of each canard wing 31. The air guide 33 is arranged on the nose 2. The dorsal engine nacelle 34 is arranged on the top of the rear half of the fuselage 1. The dorsal air intake 35 is arranged on... At the front of the dorsal engine nacelle 34, winglets 36 are oppositely arranged at the left and right ends of the top of the dorsal engine nacelle 34, connecting wing 37 is arranged on the outer side of each winglet 36, air guide duct 1 38 is arranged on each connecting wing 37, rear wing 39 is oppositely arranged at the left and right ends of the rear end of the top of the dorsal engine nacelle 34, air guide duct 2 310 is evenly arranged on each rear wing 39, bottom wing 311 is oppositely arranged at the rear end of the bottom of the fuselage 1, and convex air guide surface 312 is arranged on the left and right sides of each bottom wing 311.

[0024] In detail, each forewing 31 is tilted backward, and the rear end of the inner half of each forewing 31 is at an obtuse angle to the rear end of the outer half. The end wing 32 is trapezoidal and is at an obtuse angle to the adjacent forewing 31.

[0025] The air guide 33 extends from the inside of each forewing 31 toward the front end and wraps around the front end of the nose 2. The outer side of the air guide 33 has a blade-like structure and the height of the blade is located in the middle of the height direction of the air guide 33.

[0026] The winglets 36 are trapezoidal in shape, each winglet 36 is tilted forward and the tip of the winglet 36 is located at the middle of the top of the forewing 31. In the horizontal direction, the winglets 36 are tilted outward and downward at the same time.

[0027] The connecting wing 37 has a trapezoidal structure with a shorter upper part and a longer lower part. The connecting wing 37 is perpendicular to the forewing 31. The forewing 31, the connecting wing 37, and the winglet 36 are integrally formed.

[0028] The air guide slot 38 has an arc-shaped structure and is distributed opposite to each other at the left and right ends.

[0029] The rear wing 39 has a right-angled trapezoidal structure, and the left and right rear wings 39 are V-shaped. The air guide slots 310 have an arc-shaped structure and are equidistantly distributed from top to bottom on the left and right sides of each rear wing 39.

[0030] The top of the bottom wing 311 is connected to the fuselage 1. Both the front and rear ends of the fuselage 1 are perpendicular to the horizontal plane, and the height of the rear end is greater than that of the front end. The bottom of the fuselage 1 is parallel to the horizontal plane, and the outwardly convex air guide surface 312 has a conical prism structure.

[0031] Solution Analysis: 1. The nose 2, combined with the air guide 33, can rectify and sort the oncoming airflow in advance. Combined with the swept-back canard 31 with an obtuse angle structure and the trapezoidal end wing 32, it can effectively reduce the front turbulence and wingtip vortex, significantly improve the overall lift and aerodynamic efficiency, and improve the flight aerodynamic quality.

[0032] 2. The canard 31, winglet 36, and connecting wing 37 adopt an integrated molding structure to build a stable wing frame, which greatly enhances the structural rigidity of the wing mechanism 3, completely solves the structural flutter problem that occurs during long-term high-altitude cruise of traditional aircraft, and improves flight safety and structural service life.

[0033] 3. The air guide slot 38 on the connecting wing 37 and the air guide slot 310 on the rear wing 39, together with the convex air guide surfaces 312 on both sides of the bottom wing 311, form a multi-stage air guiding system. This system can guide the airflow in an orderly manner, eliminate the interference of the airflow from the connecting wings on the dorsal air intake 35 and the dorsal engine nacelle 34, solve the problem of air intake distortion at high altitudes and high angles of attack, and adapt to different flight conditions at high and low altitudes. It can also achieve automatic adjustment of air intake flow and ensure the stable operation of the power system.

[0034] 4. The V-shaped rear wing 39 works in conjunction with the bottom wing 311 at the bottom of the fuselage 1 to optimize the air pressure distribution on the entire surface of the aircraft, enhance flight attitude stability, and effectively improve the transonic flight capability of the UAV.

[0035] 5. The optimized airflow structure and wing surface layout improve the aerodynamic matching of the dorsal engine nacelle 34 and the surrounding wing surfaces, further enhancing the overall aerodynamic efficiency under transonic conditions; at the same time, the internal space of the fuselage 1 is rationally planned to reduce the occupation of the power bay on the equipment installation area, allowing for the carrying of more reconnaissance payloads.

[0036] Working principle: This design uses the fuselage 1 and nose 2 as the main components, relying on the entire composite wing mechanism 3 to collaboratively complete aerodynamic, air intake, attitude control, and transonic flight operations. During flight, the air guide 33 at the nose 2 pre-compresses and straightens the incoming airflow, and the swept-back and obtuse-angled shape of the canard 31 optimizes the airflow direction at the front end, reducing turbulence interference; the canard 31 further guides the wingtip airflow through the terminal wing 32, reducing wingtip vortices and improving lift and aerodynamic efficiency. The dorsal engine nacelle 34 on the top of the rear section of the fuselage and the front dorsal air intake 35 are responsible for supplying air to the power system. The winglets 36, connecting wings 37 and canard 31 form an integrated wing structure and adopt a one-piece molding design, which greatly improves the overall structural rigidity and avoids the structural flutter problem caused by long-term high-altitude flight. The arc-shaped air guide slot 38 on the connecting wing 37 and the distributed air guide slot 310 on the rear wing 39, together with the conical outward-convex air guide surfaces 312 on both sides of the bottom wing 311, form multiple sets of air guiding structures, which orderly divert and guide the airflow through the fuselage 1 and the wing, effectively improving the air intake environment at high altitudes and high angles of attack, solving the problems of airflow interference and air intake distortion in the air intake duct, and realizing adaptive adjustment of air intake flow under different operating conditions at high and low altitudes. The V-shaped rear wing 39 and the bottom wing 311 at the bottom of the fuselage 1 work together to optimize the overall pressure distribution and improve the aerodynamic performance and flight stability in the transonic stage. The entire airflow guide and wing surface combination structure also optimizes the aerodynamic matching relationship between the dorsal engine nacelle 34 and the wing surface, improves transonic aerodynamic efficiency, and rationally plans the internal space of the fuselage 1 to reduce the encroachment of the power compartment on the payload installation area. Ultimately, while ensuring stable flight over a long period of time, it enables transonic flight of the UAV and fully meets the usage requirements for carrying reconnaissance payloads and long-endurance operations.

[0037] Technical effects of implementing this solution: This solution improves airflow conditions and solves existing defects such as abnormal air intake and structural flutter through optimized design of multiple wing surfaces and airflow guide structures and integrated molding construction. It also enhances aerodynamic efficiency, flight stability and transonic flight performance, expands payload installation space, and comprehensively optimizes the overall performance of UAVs.

[0038] The components of this invention are: 1-fuselage; 2-nose; 3-wing mechanism; 31-canard; 32-terminal wing; 33-wind guide; 34-dorsal engine nacelle; 35-dorsal air intake; 36-winglet; 37-connecting wing; 38-wind guide slot one; 39-rear wing; 310-wind guide slot two; 311-bottom wing; 312-protruding wind guide surface. These components are all general standard parts or components known to those skilled in the art. Their structure and principle can be learned by those skilled in the art through technical manuals or conventional experimental methods. The problem solved by this invention is that existing high-altitude reconnaissance UAVs with wing-connected layout and dorsal air intake nacelle configuration have multiple problems such as air intake airflow interference, poor aerodynamic matching, insufficient vortex suppression and transonic efficiency, engine compartment encroaching on payload space, winglet flutter, and poor air intake flow adaptation, which restrict their endurance, flight speed and reconnaissance payload carrying capacity. This invention improves airflow conditions and solves original defects such as abnormal air intake and structural flutter by optimizing the design of multiple wing surfaces and airflow guiding structures and integrating them into a single molding structure. It also enhances aerodynamic efficiency, flight stability and transonic flight performance, expands the payload installation space, and comprehensively optimizes the overall performance of UAVs.

[0039] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0040] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A transonic unmanned aerial vehicle (UAV) structure, characterized in that: It includes a fuselage (1), a nose (2) and a wing mechanism (3), wherein the nose (2) is located at the front end of the fuselage (1) and the wing mechanism (3) is located on the fuselage (1) and the nose (2); The wing mechanism (3) includes a canard (31), an end wing (32), a guide rail (33), a dorsal engine nacelle (34), a dorsal air intake (35), a winglet (36), a connecting wing (37), a first air duct (38), a rear wing (39), a second air duct (310), a bottom wing (311), and an outwardly convex air guide surface (312). The canards (31) are oppositely arranged at the left and right ends of the front half of the fuselage (1). The end wing (32) is arranged on the outer side of each canard (31). The guide rail (33) is arranged on the nose (2). The dorsal engine nacelle (34) is arranged on the top of the rear half of the fuselage (1). The dorsal air intake (35) is arranged... At the front end of the dorsal engine nacelle (34), the winglets (36) are oppositely arranged at the left and right ends of the top of the dorsal engine nacelle (34), the connecting wing (37) is arranged on the outside of each of the winglets (36), the first air guide slot (38) is arranged on each of the connecting wing (37), the rear wing (39) is oppositely arranged at the left and right ends of the rear end of the top of the dorsal engine nacelle (34), the second air guide slot (310) is evenly arranged on each of the rear wing (39), the bottom wing (311) is oppositely arranged at the rear end of the bottom of the fuselage (1), and the convex air guide surface (312) is arranged on the left and right sides of each bottom wing (311).

2. The transonic unmanned aerial vehicle structure according to claim 1, characterized in that: Each of the forewings (31) is tilted rearward, and the rear end of the inner half of each forewing (31) is at an obtuse angle to the rear end of the outer half. The end wing (32) is trapezoidal and is at an obtuse angle to the adjacent forewing (31).

3. The transonic unmanned aerial vehicle structure according to claim 2, characterized in that: The air guide (33) extends from the inside of each of the forewings (31) toward the front end and wraps around the front end of the nose (2). The outer side of the air guide (33) has a blade-like structure and the height of the blade is located in the middle of the height direction of the air guide (33).

4. The transonic unmanned aerial vehicle structure according to claim 3, characterized in that: The winglets (36) are trapezoidal in shape, each winglet (36) is tilted forward and the end of the winglet (36) is located at the middle of the top of the front wing (31), and the winglets (36) are tilted outward and downward in the horizontal direction.

5. The transonic unmanned aerial vehicle structure according to claim 4, characterized in that: The connecting wing (37) has a trapezoidal structure with a shorter upper part and a longer lower part. The connecting wing (37) is perpendicular to the front wing (31). The front wing (31), the connecting wing (37), and the winglet (36) are integrally formed.

6. The transonic unmanned aerial vehicle structure according to claim 5, characterized in that: The air guide trough (38) has an arc-shaped structure and the air guide troughs (38) are distributed opposite to each other at the left and right ends.

7. The transonic unmanned aerial vehicle structure according to claim 6, characterized in that: The rear wing (39) has a right-angled trapezoidal structure, and the rear wings (39) on the left and right sides are unfolded in a V-shaped structure. The second air guide trough (310) has an arc-shaped structure and is equidistantly distributed from top to bottom on the left and right sides of each rear wing (39).

8. The transonic unmanned aerial vehicle structure according to claim 7, characterized in that: The top of the bottom wing (311) is connected to the fuselage (1). Both the front and rear ends of the fuselage (1) are perpendicular to the horizontal plane and the height of the rear end is greater than that of the front end. The bottom of the fuselage (1) is parallel to the horizontal plane. The convex air guide surface (312) has a conical prism structure.

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