Six-axis multi-rotor double-wing aircraft

Abstract

The utility model relates to the technical field of low-altitude traffic equipment, in particular to a six-shaft multi-rotor double-wing aircraft which comprises an aircraft body, wings and empennages, the wings are of a double-layer structure and are arranged in the middle of the aircraft body in a bilateral symmetry mode, the wings comprise main lift wings and connecting wings, and the tail ends of the connecting wings are connected with the main lift wings through wing plates; lifting power mechanisms are symmetrically mounted on the left and right sides of the machine head and the machine tail of the machine body; the tail ends of the connecting wings extend outwards to be provided with lifting power mechanisms. According to the six-axis multi-rotor double-wing aircraft, lift force and control torque are more reasonably provided and distributed, the design advantages of a fixed wing type aircraft are guaranteed, meanwhile, the lift force and the control torque are more reasonably and rapidly transmitted to the aircraft body and the main lift wings, and torsional shear force caused by the lift force and the control torque to the wings is greatly reduced; the coping capacity of the aircraft for complex flight actions and the safety in flight operation are guaranteed, the design space of the aircraft is better improved, and the multi-purpose and multi-scene operation requirements are met.

Description

Technical Field

[0001] The utility model relates to the technical field of low-altitude traffic equipment, in particular to a six-axis multi-rotor double-wing aircraft. Background Art

[0002] At present, there are fixed-wing, multi-rotor, compound-wing and tilt-rotor aircrafts, etc. Fixed-wing aircrafts are traditional airplanes, with relatively rich experience accumulation, but they require runways for takeoff and landing, and have strict requirements for takeoff and landing sites; multi-rotors have simple structures and high safety. Compared with fixed-wing aircrafts, they can take off and land vertically, greatly reducing the requirements for takeoff and landing sites. However, their speeds are relatively slow, and their flight times and ranges are relatively short; compound wings and tilt-rotor aircrafts perfectly solve the above problems. They can both take off and land vertically, have low requirements for takeoff and landing sites, and their ranges and flight times are also greatly improved compared with multi-rotors. However, there is no rich experience accumulation in their designs, and there are still relatively large risks during flight state conversion, and there is no precedent for airworthiness certification.

[0003] In the prior art, the four-axis eight-propeller aircraft is a mature rotor-type vertical aircraft, which has been effectively applied in the fields of sightseeing, agriculture, transportation and training; however, the four-axis eight-propeller aircraft still has certain defects in its design.

[0004] For a four-axis compound-wing multi-rotor aircraft, if the wingspan of its fixed wing is too large, when only relying on the four-axis eight-propeller to control pitch, roll and yaw during flight, its control torque is short, and it is difficult to achieve complex flight maneuvers, and it cannot cope with roll and rollover control caused by strong crosswinds and gusts, as well as high-maneuver flight stability; its safety and the ability to control flight attitude are poor, and the limitation of its design size is too large. Content of the Utility Model

[0005] The purpose of the utility model is to provide a six-axis multi-rotor double-wing aircraft with a large roll control torque, free flight attitude and flexible design size to solve the above technical problems.

[0006] To achieve the above purpose, the utility model provides the following technical solutions;

[0007] A six-axis multi-rotor double-wing aircraft includes a fuselage, wings and a tail wing. The wings are of a double-layer structure and are symmetrically arranged on the middle part of the fuselage. The wings include a main lift wing and a connecting wing. The end of the connecting wing is connected to the main lift wing through a wing plate; lifting power mechanisms are symmetrically installed on the left and right sides of the head and the tail of the fuselage; a lifting power mechanism is installed at the end of the connecting wing extending outwards.

[0008] Further, the length of the main lift wing is greater than that of the connecting wing.

[0009] Further, the mounting points of the six lifting power mechanisms are evenly distributed in a circumferential manner; the mounting distance between the lifting power mechanism at the connecting wing and the fuselage is greater than the mounting distance between the lifting power mechanisms at the nose and the tail and the fuselage.

[0010] Further, the lifting power mechanism is a ducted rotor.

[0011] Further, the lifting power mechanism is an open rotor.

[0012] Further, the forward inclination angle α between the lifting power mechanisms is 10° - 15°.

[0013] Further, the installation angle of the main lifting wing and the connecting wing with respect to the elevation angle β of the horizontal ground is 15° - 20°.

[0014] Further, the tail wing is a V-shaped tail fin.

[0015] Further, several landing gears are provided on the lower abdomen of the fuselage.

[0016] Further, the landing gear includes a front landing gear and a rear landing gear. A set of the front landing gears is arranged on the front abdomen of the fuselage, and the rear landing gears are symmetrically arranged on the middle abdomen of the fuselage on the left and right to form a four-point landing gear.

[0017] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0018] In actual use of the present utility model, the fuselage preferably adopts a streamlined water-drop fuselage, but is not limited to a streamlined water-drop fuselage; the overall layout is a six-axis layout, without providing traditional control surfaces such as elevators, rudders, and flap ailerons. The actuating power mechanism is the lifting power mechanism; the wing is a double-layer double-wing structure, and the main lifting wing provides a large expected lift in the form of a fixed wing, ensuring the design advantages of a fixed-wing aircraft and enabling a more free and flexible body design; the four lifting power mechanisms installed at the nose, the tail, and the connecting wing can provide stable lift assistance and adjustment of the pitching flight attitude; and the end of the connecting wing is connected to the main lifting wing by a wing plate, which can further transfer the forces during the pitching attitude and the rolling and yawing flight processes to the main lifting wing as the main wing body, making the pitching, rolling, and yawing control of the aircraft during flight more effective and safe.

[0019] This six-axis multi-rotor bi-wing aircraft adopts a six-axis power distribution to more reasonably provide and distribute lift and control moments. In combination with a double-layer bi-wing structure, while ensuring the design advantages of a fixed-wing aircraft, the lift and control moments can be more reasonably and quickly transmitted to the fuselage and the main lift wing, and greatly reduce the torsional shear force brought by the lift and control moments to the wing, ensuring the aircraft's ability to handle complex flight maneuvers and the safety during flight operations, better enhancing the design space of the aircraft, and adapting to the operation requirements of multiple purposes and scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic diagram of the overall structure of the present invention;

[0021] Figure 2 is a schematic diagram after the fuselage hatch of the present invention is opened;

[0022] Figure 3 is a side view of the present invention;

[0023] Figure 4 is a schematic diagram of the present invention in an oblique upward view;

[0024] Figure 5 is a bottom view of the present invention;

[0025] Figure 6 is a schematic diagram of the structure of Embodiment 2 of the present invention.

[0026] Figure 7 is a schematic diagram of Embodiment 2 of the present invention in an oblique upward view;

[0027] Figure 8 is a bottom view of Embodiment 2 of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0028] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments.

[0029] Embodiment 1, referring to Figures 1-5 as shown, a six-axis multi-rotor bi-wing aircraft includes a fuselage 1, wings 2 and a tail wing 3. The wings 2 are of a double-layer structure and are symmetrically arranged on both sides of the middle of the fuselage 1. The wings 2 include a main lift wing 21 and a connecting wing 22. The end of the connecting wing 22 is connected to the main lift wing 21 through a wing plate 23. Lifting power mechanisms 4 are symmetrically installed on both the left and right sides of the nose 1 and the tail 12 of the fuselage 1. The end of the connecting wing 22 extends outward to install a lifting power mechanism 4.

[0030] Specifically, a fuselage hatch 101 is also rotatably provided at the nose 11. The fuselage hatch 101 rotates upward to open and downward to close. The interior of the fuselage hatch 101 is the cabin, where seats and aircraft control devices are installed. The interior of the tail 13 is used to arrange systems and equipment such as batteries, electromechanics, avionics, or hybrid electric power.

[0031] During actual flight, the fuselage 1 preferably adopts a streamlined water-drop fuselage, but is not limited to it; the overall layout is a six-axis type, without providing traditional control surfaces such as elevators, rudders, and flap ailerons. The actuating power mechanism is the lifting power mechanism 4; the wing 2 is a double-layer double-wing structure, and the main lifting wing 21 provides a large expected lift in the form of a fixed wing, ensuring the design advantages of a fixed-wing aircraft and enabling a more free and flexible body design; the four lifting power mechanisms 4 installed on the nose 1, the tail 12, and the connecting wing 22 can provide stable lift assistance and adjustment of the pitching flight attitude; and the end of the connecting wing 22 is connected to the main lifting wing 21 by a wing plate 23, which can further transfer the forces during the pitching attitude and rolling yaw flight process to the main lifting wing 21, which serves as the main wing body, making the pitching, rolling, and yaw control of the aircraft more effective and safe during flight.

[0032] This six-axis multi-rotor double-wing aircraft adopts a six-axis power distribution, which more reasonably provides and distributes lift and control moments. In combination with the double-layer double-wing structure, while ensuring the design advantages of a fixed-wing aircraft, the lift and control moments can be more reasonably and quickly transferred to the fuselage and the main lifting wing, and greatly reduce the torsional shear force on the wing caused by the lift and control moments, ensuring the aircraft's ability to handle complex flight maneuvers and the safety during flight operations, better enhancing the design space of the aircraft, and adapting to the operation requirements of multiple purposes and scenarios.

[0033] In this embodiment, the length of the main lifting wing 21 is greater than that of the connecting wing 22; when the length of the main lifting wing 21 is sufficient, it can provide greater lift during flight, reduce the power loss of the lifting power mechanism 4, further reduce the power consumption, and increase the endurance flight time.

[0034] In this embodiment, the installation points of the six lifting power mechanisms 4 are evenly distributed in a circular pattern at equal intervals; the installation distance between the lifting power mechanism 4 at the connecting wing 22 and the fuselage 1 is greater than the installation distance between the lifting power mechanisms 4 at the nose 1 and the tail 12 of the fuselage 1; the six endpoints of the circular pattern form a stable circular trajectory line distribution. When a single power point fails, the attitude operation is ensured to be stable, the control safety is guaranteed, and further, the lift can be evenly distributed and dispersed to the fuselage 1, effectively improving the stability of the fuselage 1; the lifting power mechanism 4 installed at a relatively long distance can avoid aeroelastic air resistance and reduce aerodynamic interference.

[0035] In this embodiment, the lifting power mechanism 4 is a ducted rotor.

[0036] In this embodiment, the forward inclination angle α of the lifting power mechanism 4 and the lifting power mechanism 4 is 10°-15°; the installation angle of the main lift wing 21 and the connecting wing 22 with respect to the horizontal ground elevation angle β is 15°-20°;

[0037] The installation angle of attack of the main lift wing 21 and the connecting wing 22 is 20 degrees, and the forward inclination angle of the lifting power mechanism 4 and the lifting power mechanism 4 is 10 degrees, combined to form a 30-degree angle; at this time, there is a certain angle between the direction of the power axis and the forward direction of the aircraft. At this time, its vertical component provides lift for the aircraft. During cruise flight, most of the lift comes from the main lift wing 21, which can greatly reduce the power consumption of the motor and improve the endurance performance; its horizontal component provides thrust for the aircraft, so as to realize the takeoff, landing, cruise, hovering and other actions of the aircraft; by controlling the thrust of the six mechanisms in the front, back, left and right through the flight control to achieve pitching, forward flight, turning, rolling. When the wings are trimmed for forward flight, auxiliary lift is generated to achieve faster and longer endurance flight.

[0038] In this embodiment, the tail 3 is a V-shaped tail fin; to achieve course static stability, so that it has the ability to fly without sideslip and automatically face the wind at high speeds, so as to reduce flight resistance and the probability of wing stall.

[0039] In this embodiment, a plurality of landing gears are provided on the lower abdomen of the fuselage 1; further, the landing gear includes a front landing gear 6 and a rear landing gear 7. A set of the front landing gears 6 are arranged on the front abdomen of the fuselage 1, and the rear landing gears 7 are symmetrically arranged on the middle abdomen of the fuselage 1 to form a four-point landing gear.

[0040] Reference Figures 6-8 As shown, the present invention also includes Embodiment 2, wherein the lifting power mechanism 4 is an open rotor; the rest of the structure and working principle are the same as those of Embodiment 1.

[0041] The specific embodiments described herein are merely illustrative of the spirit of the present invention. Those skilled in the art to which the present invention pertains can make various modifications or supplements to the described specific embodiments or use similar methods to replace them, but will not deviate from the scope defined by the spirit of the present invention.

Claims

1. A six-axis multi-rotor biplane aircraft, comprising a fuselage (1), wings (2) and a tail (3), characterized in that: The wing (2) is a double-layer structure and is symmetrically arranged at the middle of the fuselage (1). The wing (2) comprises a main lift wing (21) and a connecting wing (22). The end of the connecting wing (22) is connected to the main lift wing (21) via a wing plate (23). The left and right sides of the nose (11) and the tail (12) of the fuselage (1) are symmetrically equipped with lifting power mechanisms (4). The end of the connecting wing (22) extends outward and is equipped with the lifting power mechanism (4). The six installation points of the lifting power mechanism (4) are distributed in a circumferential manner at equal intervals; the installation distance between the lifting power mechanism (4) at the connecting wing (22) and the fuselage (1) is greater than the installation distance between the lifting power mechanism (4) at the nose (11) and the tail (12) and the fuselage (1).

2. A six-axis multi-rotor biplane aircraft according to claim 1, characterized in that: The main lift wing (21) is longer than the connecting wing (22).

3. A six-axis multi-rotor biplane aircraft according to claim 1, characterized in that: The lifting power mechanisms (4) are all ducted rotors.

4. The six-axis multi-rotor biplane aircraft according to claim 1, characterized in that: The lifting power mechanisms (4) are all open rotors.

5. The six-axis multi-rotor biplane aircraft according to claim 1, characterized in that: The forward tilting installation angle α of the lifting power mechanism (4) is 10°-15°.

6. The six-axis multi-rotor biplane aircraft according to claim 1, characterized in that: The installation angle of the main lift wing (21) and the connecting wing (22) is an elevation angle β of 15°-20° with respect to the horizontal ground.

7. The six-axis multi-rotor biplane aircraft according to claim 1, characterized in that: The tail wing (3) is a V-shaped tail wing tail fin.

8. The six-axis multi-rotor biplane aircraft according to claim 1, characterized in that: A plurality of landing gears are arranged on the lower belly of the fuselage (1).

9. The six-axis multi-rotor biplane aircraft according to claim 1, characterized in that: It also includes a front landing gear (6) and a rear landing gear (7), wherein a group of the front landing gear (6) is arranged at the front belly of the fuselage (1), and the rear landing gear (7) is symmetrically arranged at the middle belly of the fuselage (1) to form a four-point landing gear.

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