Vertical take-off and landing aircraft

Abstract

The utility model discloses a vertical take-off and landing aircraft which comprises a flying main body, flying wings are installed on the two sides of the flying main body, an electric ducted fan is arranged at the upper end of the flying main body, when the aircraft takes off and lands, a cover on the upper portion of the electric ducted fan is opened, and the fan rotates at a high speed to suck air and blow out the air at a high speed. Each flying wing comprises a wing main body, an air injection air door is arranged on the upper surface of the front end of each wing main body, an air flow duct is arranged in each wing main body and used for communicating the air injection air door with an electric ducted fan, and an air door device opposite to the air injection air door is arranged in each air flow duct. During vertical take-off and landing, the electric ducted fans are used for blowing out high-speed airflow to work, the electric ducted fans are small in mass and high in efficiency, the overall mass of the vertical take-off and landing aircraft is further reduced, vertical take-off and landing of the aircraft are achieved, energy consumption is reduced, and the aircraft can take off and land vertically in a short time; and the carrying capacity and the voyage of the aircraft are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, in particular to a vertical takeoff and landing aircraft. Background Art

[0002] Traditional helicopters apply a downward thrust to the aircraft through continuously rotating blades to achieve vertical takeoff of the aircraft. Glider aircraft achieve takeoff by designing the wings into special shapes so that the pressure at the upper end of the wings is less than that at the lower end.

[0003] For helicopters, the way they generate lift depends on the thrust generated by the rotation of the blades. Although they can achieve vertical takeoff, this type of aircraft has a small load capacity and limited flight range.

[0004] For glider aircraft, they can overcome the problems of small load capacity and short straight flight distance existing in helicopters. However, their takeoff process requires a long runway for the aircraft to achieve a running start. Only when the aircraft reaches a predetermined takeoff speed can it take off. This type of takeoff method has certain requirements for the takeoff environment of the aircraft. Traditional vertical takeoff and landing aircraft achieve vertical takeoff and landing by ejecting high-pressure gas vertically downward from the engine. However, traditional vertical takeoff and landing aircraft have a complex structure and high failure rate, which increases the mass of the aircraft, and the vertical takeoff and landing of the aircraft consume a large amount. Summary of the Utility Model

[0005] The purpose of the utility model is to solve the disadvantages existing in the prior art, and a vertical takeoff and landing aircraft is proposed. An electric ducted fan is separately arranged in the aircraft to blow out high-speed air flow. The electric ducted fan is light in mass and high in efficiency, further reducing the overall mass of the vertical takeoff and landing aircraft, achieving vertical takeoff of the aircraft, reducing energy consumption, and enabling the aircraft to vertically take off and land in a short time.

[0006] In order to achieve the above purpose, the utility model adopts the following technical scheme:

[0007] A vertical takeoff and landing aircraft, comprising a flight body, flight wings are installed on both sides of the flight body, an electric ducted fan is arranged at the upper end of the flight body, and when taking off and landing, the electric ducted fan operates at high speed to suck in the air above. The flight wing includes a wing body, a jet air door is opened on the upper surface of the front end of the wing body, an air flow duct is arranged inside the wing body for communicating the jet air door and the electric ducted fan, a door device opposite to the jet air door is arranged in the air flow duct, the door device is used for guiding the air flow blown out by the jet air door, the air flow blown out at high speed by the electric ducted fan is transported to the jet air door through the air flow duct and discharged, the air flow blown out at the jet air door increases the gas flow velocity on the upper surface of the flight wing and reduces the pressure, and according to the Coanda effect (wall attachment effect), an upward lift force is generated on the wing, and when the flap extends and deflects downward, an upward lift force is generated by vertically guiding the air flow to the ground. The above upward lift forces are combined to achieve the vertical takeoff and landing of the aircraft.

[0008] Through the above scheme, the jet air door and the electric ducted fan are skillfully combined through the air flow duct. The electric ducted fan is located above the flight body. The electric ducted fan sucks in air and blows it out at high speed downward into the air flow duct. While the sucked air provides lift, the sucked air can be continuously ejected at high speed from the jet air door. The Coanda effect is used to generate an upward lift force on the wing, and the air flow is vertically guided to the ground to generate a vertically upward thrust force, realizing the utilization of high-speed air flow, further reducing the overall mass of the aircraft, achieving the vertical takeoff of the aircraft, simplifying the air flow control process, and enabling the aircraft to vertically take off and land in a short time.

[0009] Preferably, a telescopic assembly is arranged in the air flow duct for controlling the up and down movement of the door device.

[0010] Preferably, the door device includes a vertical section arranged vertically and an inclined section arranged obliquely, and the inclined section inclines towards the rear end direction of the wing body.

[0011] Preferably, a flap is installed at the tail of the wing body, and the flap is movably connected to the wing body.

[0012] Preferably, a predetermined arc is formed on the upper surface of the flap.

[0013] Preferably, the flight wing includes a first wing, a second wing, a third wing and a fourth wing arranged in a matrix. The first wing and the third wing are on the same side of the flight body. The air flow velocity on the surfaces of the first wing, the second wing, the third wing and the fourth wing is controlled separately to control the stress state of the flight body, so as to adjust the flight attitude of the aircraft to be balanced and stable in the front, back, left and right directions during the vertical takeoff and landing stages.

[0014] Preferably, two (or more) ducted fans are arranged at intervals along the length direction of the flight body.

[0015] Preferably, a main power propeller is installed at the front end of the flying body.

[0016] Preferably, an auxiliary power propeller is installed at the rear end of the flying body.

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

[0018] Through the above solution, the jet air damper and the electric ducted fan are skillfully combined through an air duct. The electric ducted fan is located above the flying body. The electric ducted fan inhales air and blows it out at high speed into the lower air duct. While the inhaled air provides lift, the inhaled air can be continuously ejected at high speed from the jet air damper. The Coanda effect is used to generate an upward force on the wing, and the air flow is vertically directed to the ground to generate a vertically upward thrust, realizing the utilization of high-speed air flow, further reducing the overall mass of the aircraft, realizing the vertical takeoff and landing of the aircraft, simplifying the air flow control process, and enabling the aircraft to vertically take off and land in a short time.

[0019] The electric ducted fan is driven by electricity. The electric ducted fan has a large power and a relatively light mass, reducing the total mass of the aircraft. The upper cover of the electric ducted fan opens for operation during the vertical takeoff and landing of the aircraft, and the upper cover of the electric ducted fan closes and stops working during the normal cruise flight of the aircraft in the air. At this time, the power of the aircraft is provided by the main and auxiliary propellers. The main and auxiliary propellers can be powered by fuel (long fuel-powered range) or electric energy (short electric-powered range). An energy storage battery is provided inside the aircraft. The battery can be charged by an external power source or charged by connecting a fuel turboprop engine during flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a three-dimensional structural schematic diagram of the present invention.

[0021] Figure 2 It is a top view structural schematic diagram of the present invention.

[0022] Figure 3 It is a schematic diagram of the level flight state of the flight wing of the present invention.

[0023] Figure 4 It is a schematic diagram of the takeoff and landing state of the flight wing of the present invention.

[0024] In the figure: 100, flying body; 110, main power propeller; 120, electric ducted fan; 130, auxiliary power propeller; 200, flight wing; 2001, first wing; 2002, second wing; 2003, third wing; 2004, fourth wing; 210, wing main body; 211, air duct; 212, jet air damper; 220, air damper device; 221, inclined section; 222, vertical section; 230, flap. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0025] In order to make the above - mentioned objects, features and advantages of the present utility model more obvious and understandable, the following will describe in detail the specific embodiments of the present utility model with reference to the accompanying drawings. Many specific details are set forth in the following description in order to fully understand the present utility model. However, the present utility model can be implemented in many other ways different from those described herein. Those skilled in the art can make similar improvements without departing from the connotation of the present utility model. Therefore, the present utility model is not limited by the specific embodiments disclosed below.

[0026] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there can also be an intermediate element. When an element is considered to be "connected" to another element, it can be directly connected to the other element or there may be an intermediate element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are only for the purpose of illustration and do not represent the only embodiments.

[0027] Traditional helicopters apply a downward thrust to the aircraft through continuously rotating blades to achieve vertical take - off of the aircraft. Glider aircraft achieve take - off by designing the wings into a special shape, making the pressure at the upper end of the wing less than the pressure at the lower end.

[0028] For helicopters, the way they generate lift depends on the thrust generated by the rotation of the blades. Although they can achieve vertical take - off, this type of aircraft has a small load capacity and limited flight range.

[0029] For glider aircraft, they can overcome the problems of small load capacity and short range existing in helicopters. However, the take - off process requires a long runway for the aircraft to achieve a running start. Only when the aircraft reaches a predetermined take - off speed can it take off. This type of take - off method has certain requirements for the take - off environment of the aircraft. Traditional vertical take - off and landing aircraft use the form of extracting high - pressure air flow from the engine compressor and injecting it vertically downward, or separately setting up lift engines to inject air flow downward, and the rotating vector nozzle at the tail of the engine rotates downward to inject air flow combined with the lift fan at the front of the aircraft blowing air vertically downward. These types of aircraft all have the disadvantages of complex structure, high failure rate, large weight of in - aircraft equipment increasing the dead weight of the aircraft, and too much energy consumption for vertical take - off and landing of the aircraft resulting in low load capacity and short range of the aircraft, so their use is restricted. Traditional electric vertical take - off and landing aircraft use multiple - rotor propellers to provide lift, similar to the principle of helicopters. They consume a large amount of energy during flight, have a small load capacity and short range, and are only suitable for use in occasions with small load capacity and short range.

[0030] Refer to the attached Figure 1 - attached Figure 4, an aircraft, comprising a flight body 100, with flight wings 200 mounted on the side walls of the flight body 100. The flight wings 200 include a wing body 210. An air flow duct 211 is formed in the inner wall of the wing body 210. A strip-shaped jet air door 212 is formed at the front end position on the upper surface of the wing body 210. Gas is continuously ejected into the air flow duct 211 towards the jet air door 212, thereby increasing the flow rate of the gas at the upper end of the wing body 210. The air flow at the upper end of the wing body 210 increases, and the pressure decreases. An upward lift force is generated on the whole wing body 210. With the cooperation of multiple wing bodies 210, vertical takeoff of the aircraft is achieved.

[0031] It should be noted here that the air flow duct 211 and the jet air door 212 are arranged along the length direction of the wing body 210. The air flow duct 211 and the jet air door 212 are relatively long in size and are long strip-shaped rectangles (which can be divided into several sections). The jet air door 212 is arranged at the front end position of the wing body 210, so that the ejected air flow can flow through the upper surface of the wing body 210 to the greatest extent, thereby generating an upward lift force on the wing to lift the aircraft vertically. The flow rate of the air flow can be enhanced within a relatively long range on the surface of the wing body 210, and then the pressure at the upper end of the wing body 210 can be reduced, realizing vertical takeoff or short-distance gliding takeoff of the aircraft.

[0032] A throttle device 220 structure is installed at the jet air door 212. The opening and closing of the jet air door 212 can be controlled through the throttle device 220. During the takeoff stage of the aircraft, the throttle device 220 is controlled to be in an open state, and gas can be ejected from the jet air door 212 to increase the flow rate of the upper surface of the wing body 210 and achieve vertical takeoff of the aircraft. During the level flight stage after the aircraft takes off, the throttle device 220 is controlled to be in a closed state. At this time, the resistance on the surface of the wing body 210 can be reduced. At this time, the aircraft is similar to a traditional glider aircraft. By controlling the aircraft to have a certain speed, the gliding flight of the aircraft can be achieved. The throttle device 220 here can direct the air flow so that the air flow can change its flow direction towards the surface of the wing body 210 after being ejected from the jet air door 212, realizing the vertical takeoff control of the aircraft.

[0033] Specifically, the air damper device 220 here includes an inclined section 221 and a vertical section 222. There is a certain angle between the inclined section 221 and the vertical section 222. The vertical section 222 is in a relatively vertical state and is connected to a telescopic structure to control the overall movement of the air damper device 220 along a predetermined route, realizing the opening and closing control of the jet air damper 212 by the air damper device 220. The inclined section 221 here is inclined towards the rear end of the wing main body 210, which can guide the airflow, allowing the airflow to flow along the surface of the wing main body 210. By increasing the air velocity at the upper end of the wing main body 210, the pressure on the surface of the wing main body 210 is reduced. The pressure at the lower end of the wing main body 210 is greater than the pressure at the upper end of the wing main body 210. The wing main body 210 and the aircraft are under the action of sufficient lift to overcome the action of gravity, realizing the vertical takeoff of the aircraft.

[0034] Specifically refer to the attached Figure 3 , attached Figure 4 ; It should also be noted here that a flap 230 is movably installed at the tail of the wing main body 210. During the cruise flight stage of the aircraft, the flap 230 is in the attached Figure 3 shown cruise flight stage. At this time, the flight resistance can be reduced to realize the stable level flight of the aircraft. When the aircraft is in the takeoff and landing states, the flap 230 can be controlled to be in the attached Figure 4 shown deployed state. The flap 230 has a certain curvature. At this time, the cross-sectional area in the windward direction of the flap 230 increases to increase the resistance and decelerate the flight.

[0035] It should be noted here that during the takeoff stage, the flap 230 is controlled to be in the deployed state. The flap 230 has a certain curvature. In the case of a relatively large deployed state, it can guide the airflow, allowing the gas to flow towards the ground direction, guiding and utilizing the airflow at the upper end of the wing main body 210, and can push the aircraft to take off upward, further realizing the rapid vertical takeoff of the aircraft.

[0036] It also needs to be explained that the flap 230 here has a small bending curvature and a large overall structural dimension span. Under the Coanda effect (wall attachment effect), the jet airflow ejected is diverted by the flap 230 extending backward and downward and vertically sprayed towards the ground to generate an upward vertical reaction force to help push the aircraft to take off vertically.

[0037] According to the wall attachment effect of the Coanda effect, due to the adhesion of the upper surface of the wing to the air flow, the air flow is pulled along the downward-bent wing and deflected downward. The wing exerts a downward force on the air flow. According to the Coanda effect, the air flow exerts an upward reaction force on the wing, thus generating an upward lift force on the wing. At the same time, according to the Coanda effect, a horizontally backward force is also generated on the wing at the tail of the flap. This force can partially balance and offset the horizontally forward force generated by the wing jet on the aircraft during takeoff and landing.

[0038] The flight wing 200 here includes the symmetrically arranged first wing 2001, second wing 2002, third wing 2003, and fourth wing 2004; the four wings are located at four positions. By changing the air flow magnitude at the upper ends of the front and rear two wings or the left and right two wings of the flight wing 200, the lift balance of the left and right wings and the lift balance of the front and rear wings can be adjusted respectively, that is, the magnitude of the lift received by the flight wing 200 can be changed, and the fuselage balance of the aircraft during takeoff and landing can be adjusted.

[0039] Taking an example for illustration, during takeoff, by controlling the change in the air flow velocity on the surfaces of the first wing 2001 and the second wing 2002, the left-right balance can be adjusted. Similarly, by adjusting the air flow velocity on the surfaces of the third wing 2003 and the fourth wing 2004, the left-right balance can be adjusted. Similarly, the front-back balance of the aircraft can be achieved; that is, by controlling the change in the lift of the wings on both sides, the left-right balance is achieved, and by controlling the change in the lift of the front and rear wings, the front-back balance of the aircraft is achieved, thereby achieving the overall balance of the fuselage during vertical takeoff.

[0040] In order to achieve the vertical takeoff of the aircraft, electric ducted fans 120 are installed on the surface of the flight body 100. Here, multiple electric ducted fans 120 can be set. When the electric ducted fans 120 work, the upper covers open to continuously suck in the air above. During the high-speed rotation of the electric ducted fans 120, the lift of the aircraft can be further increased, and it can be combined with the wing jet. The lift for the vertical takeoff of the aircraft is further increased, and the efficiency of the vertical takeoff of the aircraft is further improved.

[0041] It should also be noted here that the air sucked in by the electric ducted fans 120 can be deflected through the air flow duct 211 after being blown out at high speed. The high-speed air flow finally passes through the air flow duct 211 for deflection and is ejected from the jet air damper 212 to increase the air flow velocity on the surface of the wing main body 210; through the above solution, the jet air damper 212 and the electric ducted fans 120 are cleverly combined through the air flow duct 211. While the electric ducted fans 120 are located above the flight body 100 to suck in air to provide lift, the high-speed blown air flow can be continuously ejected from the jet air damper 212 to generate lift on the wing, and the aircraft can vertically take off in a short time.

[0042] It should also be noted that the gas blown out from the upper surface of the flight wing 200 can generate a forward thrust on the whole aircraft, enabling the aircraft to take off not really vertically but in a short distance. In order to offset this part of the thrust, a secondary power propeller 130 is installed at the rear end of the flight body 100. During the process of the aircraft taking off with jet wings, by controlling the reverse rotation of the secondary power propeller 130, the thrust generated by the jet wings can be offset. As the flow rate of the jet wing gas increases, by controlling the reverse rotation of the secondary power propeller 130 and combining with the backward horizontal thrust generated by the Coanda effect acting on the extended and downward deflected flap of the aircraft wing, the jet wing thrust can be offset, and finally the aircraft can be controlled to take off vertically in place, meeting the requirements of vertical takeoff in special sites.

[0043] When the aircraft reaches a certain altitude after taking off and ascending, the main power propeller 110 works and at the same time the secondary power propeller 130 changes to forward rotation, which can generate a thrust on the whole aircraft and control the aircraft to fly continuously forward. As the flight speed increases, the lift generated by the speed on the wing gradually increases. At this time, the power of the electric ducted fan gradually decreases and the air damper on the wing gradually closes until the lift is completely generated by flight and the electric ducted fan stops working and the fan upper cover closes. During cruise flight, the attitude adjustments of the aircraft such as ascending, descending, turning left and right are controlled by the flaps, ailerons, spoilers, tail wings, rudders, etc. of the aircraft. The vertical landing of the aircraft is the reverse process of takeoff.

[0044] This application draws on the principle of takeoff of a jet-wing aircraft, with a clever concept, capable of realizing the vertical takeoff of the aircraft, having a high fuel utilization efficiency. By arranging the jet air damper 212 structure at the front end of the flight wing 200, the aircraft wing can be utilized to the greatest extent to enhance the effect of the gas generating lift on the flight wing 200 and realize the ingenious vertical takeoff of the aircraft (in sharp contrast to the direct use of the gas blowing towards the ground by a helicopter to perform vertical takeoff by brute force).

[0045] The above is only a preferred specific embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present utility model, according to the technical solution and the inventive concept of the present utility model, making equivalent substitutions or changes, shall be covered by the protection scope of the present utility model.

Claims

1. A vertical take-off and landing aircraft, comprising a flight body (100), flight wings (200) being installed on both sides of the flight body (100), an electric ducted fan (120) being arranged at the upper end of the flight body (100), the electric ducted fan (120) continuously rotating to inhale air from above when the aircraft takes off and lands, characterized in that: The flying wing (200) comprises a wing body (210), a jet damper (212) is provided on the front upper surface of the wing body (210), an airflow duct (211) is provided inside the wing body (210) for connecting the jet damper (212) and the electric ducted fan (120), a damper device (220) opposite to the jet damper (212) is provided inside the airflow duct (211), the damper device (220) is used to guide the airflow blown out of the jet damper (212), the upper air continuously sucked in by the electric ducted fan (120) is blown downwards through the airflow duct (211) and transported to the jet damper (212) for discharge, the airflow blown out from the jet damper (212) increases the gas flow velocity on the upper surface of the flying wing (200), reduces the pressure, generates lift force, and realizes vertical take-off and landing of the aircraft.

2. A vertical take-off and landing aircraft according to claim 1, characterized in that: A telescopic component is arranged in the airflow duct (211) for controlling the up and down movement of the damper device (220).

3. A vertical take-off and landing aircraft according to claim 1, characterized in that: The air door device (220) comprises a vertical section (222) arranged vertically and an inclined section (221) arranged obliquely, wherein the inclined section (221) is inclined towards the rear end direction of the wing body (210).

4. A vertical take-off and landing aircraft according to claim 1, characterized in that: A flap (230) is installed at the tail of the wing body (210), and the flap (230) is movably connected to the wing body (210).

5. A vertical take-off and landing aircraft according to claim 4, characterized in that: The upper surface of the flap (230) forms a predetermined curvature.

6. The vertical take-off and landing aircraft according to claim 1, characterized in that: The flying wing (200) comprises a first wing (2001), a second wing (2002), a third wing (2003) and a fourth wing (2004) arranged in a matrix, wherein the first wing (2001) and the third wing (2003) are located on the same side of the flying body (100), and the gas flow rates on the surfaces of the first wing (2001), the second wing (2002), the third wing (2003) and the fourth wing (2004) are controlled individually to control the stress state of the flying body (100) and adjust the flight attitude of the aircraft during take-off and landing.

7. A vertical take-off and landing aircraft according to claim 6, characterized in that: At least two electric ducted fans (120) are arranged at intervals along the length direction of the flight body (100).

8. The vertical take-off and landing aircraft according to claim 1, characterized in that: A main propeller (110) is installed at the front end of the flying body (100).

9. The vertical take-off and landing aircraft according to claim 1, characterized in that: An auxiliary power propeller (130) is installed at the rear end of the flying body (100).

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