Aerodynamic configuration of aircraft
By designing an aircraft aerodynamic configuration with symmetrically arranged fixed wings and tilt rotors, the cost and efficiency problems of existing vertical take-off and landing aircraft are solved, vertical take-off and landing and forward flight are achieved, and manufacturing costs are reduced.
Patent Information
- Application Number
- CN202420842898.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-04-22
- Publication Date
- 2025-01-21
- Estimated Expiration
- 2034-04-22
AI Technical Summary
Existing vertical take-off and landing vehicles have challenges in terms of cost and efficiency. The multi-rotor aerodynamic configuration is inefficient, the tilt-rotor aerodynamic configuration is complex, and the composite wing aerodynamic configuration has a 'dead weight' in flight.
Design an aircraft aerodynamic configuration that uses symmetrically arranged fixed wings and tails, and multiple sets of rotors that are installed on the outside and are tilted relative to the fuselage axis. The rotation plane of the rotors is at a certain inclination angle to the fuselage axis to achieve vertical takeoff and landing and forward flight. And reduce the power supply of the rotor when cruising in the air through the fixed wing.
It achieves vertical takeoff, landing and forward flight with a fixed rotor installation angle, reduces manufacturing and use costs, avoids the 'dead weight' of the composite wing aerodynamic configuration, and simplifies the rotor structure.
Smart Images
Figure CN222373109U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of aircraft, in particular to an aircraft aerodynamic configuration. Background Art
[0002] Aircraft, especially electric vertical take-off and landing aircraft, have developed rapidly in recent years.
[0003] At present, the technical route for the design and development of such aircraft is mainly based on the preset application scenarios and target markets, which requires extremely high technical research and development strength and vertical integration capabilities, and focuses on making decisions and adjustments from the perspective of the aircraft's aerodynamic layout and overall aerodynamic configuration. In this new high-tech track, different R&D institutions take different technical routes.
[0004] Mainstream vertical take-off and landing aircraft can be divided into three categories: multi-rotor aerodynamic configuration, tilt-rotor aerodynamic configuration and compound wing aerodynamic configuration.
[0005] Multi-rotor aerodynamic configuration: Although its reliability may be higher than that of a helicopter, its payload and range are relatively limited, and the application scenarios it faces are relatively fixed. There are no breakthrough solutions in noise control and ground damage control, and it is an early product of a start-up company.
[0006] Tilt-rotor aerodynamic configuration: It has obvious advantages in terms of comprehensive range, cruising speed and load-to-weight ratio, and has a good payload and maximum take-off weight, which will save users more travel time in future commercial scenarios. However, due to the complex tilt-rotor mechanical structure, it brings additional technical challenges and economic burdens.
[0007] Composite wing aerodynamic configuration: Favored by traditional aviation companies, it is equipped with a dedicated horizontal propulsion propeller instead of sharing a set of propellers for the vertical and horizontal stages. This can effectively improve cruise efficiency, range and safety. However, since it uses two power systems for vertical take-off and horizontal propulsion, there is "dead weight" of the engine at all stages of flight.
[0008] For vertical take-off and landing aircraft, in addition to the primary and unquestionable safety factor, the cost of construction and use is also the most important factor that determines its success or failure in the market. The low efficiency of the multi-rotor aerodynamic configuration, the structural complexity of the tilt-rotor aerodynamic configuration, and the "dead weight" of the compound wing aerodynamic configuration during flight are all negative factors that increase costs.
[0009] In view of the above reasons, the utility model proposes an aerodynamic configuration of an aircraft, which has the ability to take off and land vertically and fly forward with a fixed rotor installation angle, and has low manufacturing and use costs. Utility Model Content
[0010] The utility model aims to provide an aircraft aerodynamic configuration, which can vertically take off and land and fly forward with a fixed rotor installation angle, and has low manufacturing and use costs.
[0011] The utility model provides an aerodynamic configuration of an aircraft, comprising: a fuselage, the surface of the fuselage is provided with symmetrically arranged fixed wings extending to both sides, the tail of the fuselage is provided with a tail wing, the outer side of the fuselage is symmetrically installed with at least two groups of rotors, and the rotating planes of the rotors are arranged to be inclined relative to the axis of the fuselage.
[0012] Preferably, the root of the fixed wing is integrally connected to the fuselage, and the tail of the fixed wing is inclined upward relative to the root.
[0013] Preferably, the rotation plane of the rotor is inclined upward from the head to the tail direction relative to the axis of the fuselage.
[0014] Preferably, the inclination angle of the rotation plane of the rotor relative to the axis of the fuselage is 10° to 25°.
[0015] Preferably, the number of the rotors is four groups, which are symmetrically arranged in pairs at the head and both sides of the middle part of the fuselage.
[0016] Preferably, the rotor includes a mounting rod, a rotating shaft, a mounting sleeve, blades and a motor, one end of the mounting rod is fixedly connected to the fuselage, the rotating shaft is rotatably mounted on the other end of the mounting rod, and the rotating shaft and the mounting rod are arranged relatively inclined, the mounting sleeve is sleeved on the outside of the rotating shaft and can rotate therewith, and the blades are evenly mounted on the outer periphery of the mounting sleeve.
[0017] Preferably, a tail thruster is installed at the tail of the fuselage.
[0018] Preferably, the rotation plane of the tail thruster is perpendicular to the axis of the fuselage.
[0019] Preferably, two symmetrically arranged front rollers are installed under the head of the fuselage.
[0020] Preferably, a rear roller is installed below the tail wing.
[0021] Compared with the prior art, the utility model has the following beneficial effects:
[0022] 1. By setting multiple sets of rotors inclined relative to the fuselage axis on the outside of the fuselage, the rotation of the rotors will generate upward lift, allowing the aircraft to achieve vertical lift. When the rotor speed slows down, the lift it provides will decrease, but when it is not enough to offset the gravity of the aircraft, the aircraft can land vertically. Compared with aircraft with composite wing aerodynamic configuration, it only needs one set of power equipment to achieve vertical take-off and landing, avoiding "dead weight" during flight;
[0023] 2. When the aircraft relies on fixed wings to cruise in the air, the component force generated by the rotation of the rotor in the horizontal direction can be used as the propulsion force for the aircraft to move forward. There is no need to set up a separate tail propulsion structure, which reduces the weight of the aircraft and saves power;
[0024] 3. Compared with aircraft with a tilt-rotor aerodynamic configuration, the structural principle of the aircraft rotor of this technical solution is simple, and only one set of power equipment is required, which greatly saves manufacturing cost and use cost. BRIEF DESCRIPTION OF THE DRAWINGS
[0025] In order to more clearly illustrate the specific implementation methods of the utility model or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.
[0026] Figure 1 It is a three-dimensional structural diagram of the aerodynamic configuration of the utility model aircraft;
[0027] Figure 2 It is a top view of the aerodynamic configuration of the aircraft of the utility model;
[0028] Figure 3 It is a side view schematic diagram of the aerodynamic configuration of the aircraft of the utility model;
[0029] Description of reference numerals:
[0030] 1: fuselage; 2: fixed wing; 3: tail wing; 4: rotor; 41: mounting rod; 42: mounting sleeve; 43: blade; 44: rotating shaft; 5: tail propeller; 6: front roller; 7: rear roller; 8: guide plate. DETAILED DESCRIPTION
[0031] The technical solution of the utility model will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.
[0032] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.
[0033] In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, "multiple" means two or more, unless otherwise clearly and specifically defined. In addition, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal connection of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.
[0034] like Figure 1-3 As shown, the utility model provides an aerodynamic configuration of an aircraft, comprising: a fuselage 1, a surface of the fuselage 1 is provided with symmetrically arranged fixed wings 2 extending to both sides, a tail 3 is provided at the tail of the fuselage 1, at least two sets of rotors 4 are symmetrically installed on the outer side of the fuselage 1, and the rotation plane of the rotor 4 is arranged relatively inclined to the axis of the fuselage 1. The rotor 4 can provide lift for the aircraft to achieve vertical ascent and descent, and because the rotation plane of the rotor 4 is at a certain inclination angle with the axis of the fuselage 1, a thrust is generated to make the aircraft move forward, so that the aircraft can be provided with forward power when it relies on the fixed wings 2 to cruise in the air.
[0035] Specifically, the root of the fixed wing 2 is integrally connected to the fuselage 1, and the tail of the fixed wing 2 is tilted upward relative to the root, which can provide a certain lift when the aircraft is cruising, thereby reducing the power supply of the rotor 4. The tail of the fixed wing 2 is provided with a deflector 8 perpendicular to it, and the deflector 8 is triangular, which can separate the airflow when the aircraft is cruising, and reduce the resistance of the airflow to the fixed wing 2.
[0036] More specifically, the rotation plane of the rotor 4 is tilted upward from the head to the tail direction relative to the axis of the fuselage 1, and the tilt angle of the rotation plane of the rotor 4 relative to the axis of the fuselage 1 is 10° to 25°, so that the fuselage 1 can be thrusted toward the head direction of the fuselage 1. In this embodiment, the tilt angle of the rotation plane of the rotor 4 of the rotor 4 relative to the axis of the fuselage 1 is set to 20°.
[0037] In this embodiment, the number of rotors 4 is four groups, which are symmetrically arranged in pairs at the head and both sides of the middle part of the fuselage 1. Since the weight of the fuselage 1 is mainly concentrated in the head and middle parts, and the tail is lighter, the power of the rotors 4 can be reasonably distributed according to the weight of the fuselage 1.
[0038] In this embodiment, the rotor 4 includes a mounting rod 41, a rotating shaft 44, a mounting sleeve 42, blades 43 and a motor, wherein one end of the mounting rod 41 is fixedly connected to the fuselage 1, and the surface of the mounting rod 41 is inclined at a certain angle to the axis of the fuselage 1, the rotating shaft 44 is rotatably mounted on the other end of the mounting rod 41, and the rotating shaft 44 and the mounting rod 41 are arranged relatively inclined, the mounting sleeve 42 is sleeved on the outside of the rotating shaft and can rotate therewith, the blades 43 are evenly mounted on the outer periphery of the mounting sleeve 42, and the number of blades 43 can be designed according to power requirements.
[0039] In this embodiment, a tail propeller 5 is installed at the tail of the fuselage 1, and the tail propeller 5 is also driven by a motor, and its rotation plane is perpendicular to the axis of the fuselage 1. When high-speed cruising is required, the tail propeller 5 can provide additional propulsion to maintain and increase the cruising speed of the aircraft.
[0040] In this embodiment, two symmetrically arranged front rollers 6 are installed under the head of the fuselage 1, which can provide support for the fuselage 1 and facilitate the towing and movement of the aircraft at the airport when it is not flying. The tail 3 of the fuselage 1 is T-shaped, which can ensure balance during flight. The T-shaped support rod extends downward through the fuselage 1, and a rear roller 7 is installed at the bottom. The size of the rear roller 7 is smaller than the two front rollers 6, and it is arranged in a triangle with the two front rollers 6 to ensure the stability of the support.
[0041] The specific application occasions of the utility model are as follows:
[0042] If it is used in an aircraft that only needs a low speed, such as an aircraft for sightseeing, only the rotor 4 and the fixed wing 2 can be provided without the tail propeller 5;
[0043] If the aircraft needs to have a higher cruising speed, such as the high-speed helicopter currently being developed, a tail thruster 5 with greater power can be provided to meet the speed requirement.
[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, ordinary technicians in this field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the utility model.
Claims
1. An aircraft aerodynamic configuration, characterized in that: include: A fuselage, wherein the surface of the fuselage is provided with symmetrically arranged fixed wings extending to both sides, the tail of the fuselage is provided with a tail wing, and at least two sets of rotors are symmetrically installed on the outer side of the fuselage, and the rotation plane of the rotor is arranged to be inclined relative to the axis of the fuselage.
2. The aerodynamic configuration of the aircraft according to claim 1, characterized in that: The root of the fixed wing is integrally connected to the fuselage, and the tail of the fixed wing is inclined upward relative to the root.
3. The aerodynamic configuration of the aircraft according to claim 1, characterized in that: The rotation plane of the rotor is inclined upward from the head to the tail relative to the axis of the fuselage.
4. The aerodynamic configuration of the aircraft according to claim 3, characterized in that: The inclination angle of the rotation plane of the rotor relative to the axis of the fuselage is 10° to 25°.
5. The aerodynamic configuration of the aircraft according to claim 1, characterized in that: The number of the rotors is four groups, which are symmetrically arranged in pairs at the head and both sides of the middle of the fuselage.
6. The aerodynamic configuration of the aircraft according to claim 1, characterized in that: The rotor includes a mounting rod, a rotating shaft, a mounting sleeve, blades and a motor. One end of the mounting rod is fixedly connected to the fuselage, and the rotating shaft is rotatably mounted on the other end of the mounting rod. The rotating shaft and the mounting rod are arranged relatively inclined. The mounting sleeve is sleeved on the outside of the rotating shaft and can rotate therewith, and the blades are evenly mounted on the outer periphery of the mounting sleeve.
7. The aerodynamic configuration of the aircraft according to claim 1, characterized in that: A tail propeller is installed at the tail of the fuselage.
8. The aerodynamic configuration of the aircraft according to claim 7, characterized in that: The rotation plane of the tail thruster is perpendicular to the axis of the fuselage.
9. The aerodynamic configuration of the aircraft according to claim 1, characterized in that: Two symmetrically arranged front rollers are installed under the head of the fuselage.
10. The aerodynamic configuration of the aircraft according to claim 1, characterized in that: A rear roller is installed below the tail wing.